Journal of Manufacturing and Automotive Researchjmar.shardagroup.org/includes/IJMAR.pdfEditor-in-Chief, JMAR, Hindustan College of Science and Technology, Farah, Mathura, Uttar Pradesh,

Journal of Manufacturing and Automotive Research

(JMAR)

ISSN: XXXX-XXXX (Online) Volume 1, Issue 1, January 2018

A High Quality Refereed Peer Reviewed Journal

Editor-in-Chief

Dr. R.K. Upadhyay

Director, Hindustan College of Science and Technology,

Agra-Delhi Highway (NH-2), Farah, Mathura, UP (India)

Email: [email protected], [email protected]

Editor

Mr. Sumit Panchal

Asstt. Prof., Auto. Engg. Deptt.,

Hindustan College of Science & Technology,

Agra-Delhi Highway (NH-2), Farah, Mathura, UP (India)

Email: [email protected]

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EDITORIAL BOARD

Dr. V.P. Agrawal Ex-Professor, Mechanical Engineering Department,

IIT, Delhi


Mr. Sameer Kumar DGM (Learning & Development)

JCB (I) Ltd. Ballabhgarh


Prof. S.K. Gaur Dean, Faculty of Engineering,

Dayalbagh Educational Institute, Agra


Dr. Milind Sharma

Department of Production Engineering,

MBM Engineering College, Jodhpur


Mr. Pradeep Kumar Mahtha Ex-Senior General Manager, Tata Motors

& Executive Vice President, SGI Agra


Dr. Kalyan Kumar Singh

Mechanical Engineering Department,

IIT (Formerly, Indian School of Mines), Dhanbad


Dr. Rahul Swaroop Sharma

Faculty of Engineering,

Dayalbagh Educational Institution, Agra


Prof. V.K Sharma Former GM Hindustan Machine Tools Ltd


Dr. B.D Gupta

Former Prof & Head KNIT Sultanpur

Former Principal Annand Engineering College


Editor-in-Chief

Dr. R.K. Upadhyay Director, Hindustan College of Science and Technology,

Agra-Delhi Highway (NH-2), Farah, Mathura – 281122 UP (India)

Email: [email protected], [email protected] (M): +91 7500100047

Editor

Mr. Sumit Panchal Asstt. Prof., Automobile Engineering Department,

Hindustan College of Science & Technology,

Agra-Delhi Highway, Farah, Mathura, UP (India)


(M): +91 9045706466













Aims and Objectives:

Hindustan College of Science & Technology under the aegis of Sharda Group of Institutions Mathura

publishes an open access peer reviewed Journal named “Journal of Manufacturing and Automotive Research (JMAR)

for the dissemination of original research in the fields of Manufacturing and Automotive Technologies.

The aim of the JMAR is to provide a forum for the publication and dissemination of original work that contributes to

the understanding of the main and related disciplines of manufacturing and automotive technologies, either

empirical / theoretical or experimental. The journal covers the whole spectrum of manufacturing and automotive

research in reference to the latest development and innovations in India and overseas. The main objective of the

journal is to simulate and promote the knowledge exchange between the Indian and foreign scientists, engineers and

researcher as a part of world community. Original, innovative and novel contributions providing insight into the use

of analytical, computational modeling as well as experimental research results are encouraged.

Scope of the Journal

The JMAR are edited by the international board of distinguished local and foreign scientists, researchers. The reason

of publishing this journal in English is to strengthen international exchange in academic research. Our journal is a

peer reviewed journal publishing high-quality articles dedicated to manufacturing and automotive community.

Manuscripts may fall into several categories including full articles, solicited reviews or commentary, and unsolicited

reviews or commentary related to the core of manufacturing and automotive technologies. It is also proposed to

maintain a diary of forthcoming events. Prospective guest editors for publishing the special issue should contact the

Editor-in-Chief of the Journal.

As JMAR is freely available without charge to the user they are allowed to read, download, copy, distribute, print,

search or link to the full texts of the articles or use them for any other lawful purpose, without asking prior

permission from the publisher or the author. This is in accordance with the BOAI (Budapest Open Access Initiative)

definition of Open Access. No article submission or publishing fees are charged to the author/s.

The published paper in a specific volume would be available on the web link free although printed journal may be

dispatched on request with charge. The journal accepts articles in following categories:

1. Research Articles: A research article is a regular article which aims to present new findings.

2. Letters to the Editor: A letter to the editor is a short article which aims to present new findings that require

fast publication procedures.

3. Notes: A note is an article (regular or short) which aims to present rather new findings.

4. Comments: A comment is a short article that makes comments on another article already published by this

Journal or replies to a comment.

5. Review Articles: A review article is an article which aims to present comprehensively already existing

findings.

6. Lecture Notes: A lecture note is a short review article.

7. Monographs: A monograph is a thesis of one or more authors on a unique subject; apart from the standard

reviewing procedures, a monograph must be accepted from a committee of specialists appointed by the editor.

8. Innovations: An innovation is an article which aims to present new procedures or devices.

9. Selected conference articles: Upon an agreement with a conference committee, selected papers may be

published by the journal in a special issue. In this case the editor will appoint in collaboration with the

conference committee guest editors.

Fields of Journal:

Manufacturing and Materials Processing.

Finite Element Applications in

Manufacturing

CAD/CAM

Rapid Prototyping

Intelligent Manufacturing

Lean Manufacturing

Green Manufacturing

Agile Manufacturing

Expert Systems for Design & Manufacturing

Manufacturing in Medical Sciences

Productivity Management

Nanocomposites

Modeling of Material Behavior

Lean concepts in Machine Tool Design

Industrial Quality Control

Quality, Reliability and Maintenance

Total Quality Management

Mechanics and Vibration

Robotics

Systems Measurement and Control

Mechatronics

Sensors and Actuator Design

Design of Microsystems

Solid Mechanics

Nanomechanics

Optimization Techniques in Manufacturing

Manufacturing Technology in Automobile

Industry

Materials in Automobiles

Automobile Component and System Design

Automotive Electricals and Autotronics

Computer Simulation and Design of

Automotive systems

Automotive Air Conditioning Systems

Aerospace Engineering

Special Purpose Vehicles

Advanced Power Train Systems in

Automobiles

Automotive System Integration

Vehicle Performance

Vehicular Electronics

Vehicular Pollution

Automotive Chassis and Transportation

Advances in Automotive Repair and

Maintenance

All Terrain Vehicles

Electric Vehicles

Hybrid Vehicles

New Concepts in Automotive Technology

Internal Combustions Engines

Engine Simulation

Turbo charging

Combustion Generated Pollution

Alternate Fuels, Utilization of biogas

Sustainable Energy Systems

Exhaust Waste Heat Recovery and

Utilization

Energy Conservation

Renewable Energy Technologies

Heat Transfer

Fluid Mechanics & Machines

Computational Fluid Dynamics (CFD)

Turbo machines

Energy Storage Devices

Microfluids

Acoustics and Noise Control

Systems Simulation

Simulation Dynamics

Others

Journal of Manufacturing and Automotive Research (JMAR)

ISSN: XXXX-XXXX (Online) Volume 1, Issue 1, January 2018

Table of Contents

S. No. Paper ID Title of the Paper Authors Page No

1 JMAR0701

Techno-Economic Assessment of

Renewable Systems for a Residential

School Building in India

Dilawar Husain,

Ravi Prakash 1 - 7

2 JMAR0702

Fatigue Life Improvement of Glass Fiber

Reinforced Polymer by Matrix

Modification

Anand Gaurav,

K.K. Singh 8 - 15

3 JMAR0703 Experimental Investigations of Heat

Flow for Rectangular Geometry of Fins

Devendra Singh,

Shubhash Chandra,

Lokesh Upadhayay

16 - 22

4 JMAR0704 Temperature Analysis of Spot Welding

Electrode by FEM Method

Anuj Kumar,

Ashutosh Singh,

Mudit Sharma,

Dhruv Kumar

23 - 29

5 JMAR0705 Numerical Simulation Amid Expansion

for Hot Rolling Strip

Mudit Sharma,

Ashutosh Singh,

Rahul,

Sumit Panchal

30 - 34

6 JMAR0706

Development of an Air-Compressing

Device using Vehicle Suspension

System

Nizam Ali 35- 39

7 JMAR0707 Fins Material Optimization of CNG

Fueled SI Engine by CFD Analysis

Vikky Ghatewar,

Pravin Nitnaware 40 - 48

8 JMAR0708

Performance of Twin Cylinder Diesel

Engine using Blending of Diesel with

Sunflower Oil

Piyush Maherndru,

Rajeev Haritish,

Naveen Kumar,

Shivam Jadon,

Pulkit Arora,

Nav Rattan

49 - 53

9 JMAR0709 Deformation Analysis of a Crankshaft

using ANSYS

Pradeep Verma,

Mohit Juneja,

Dilip Verma

54 - 59

10 JMAR0710 Machinability of Copper Alloys with

Conventional Drilling Process

Ashutosh Singh,

Ram Jatan Yadav 60 - 64

11 JMAR0711

Neural Network Modeling of Cutting

Force in Minimum Quantity Coolant

Assisted Turning of Ti-6Al-4V Alloy

Vikas Sharma,

Vikas Upadhyay 65 - 70

1


(JMAR) ISSN: XXXX-XXXX (Online)

Volume 1, Issue 1, January 2018

© Copyright JMAR: http://jmar.shardagroup.org

Techno-Economic Assessment of Renewable Systems for a Residential School Building in India

Dilawar Husain1, Ravi Prakash2a

1,2Department of Mechanical Engineering, Motilal Nehru National Institute of Technology,

Allahabad, India

Abstract. This paper focuses on technical, economic, and environmental aspects of the solar energy utilization for an educational building in India. In this study, energy simulation model has been developed with the help of eQuest for the school building situated in the climatic region of Allahabad. The energy demand of the building can be partly met through a hybrid system, whose feasibility has been assessed through RETScreen. RETScreen investigates the feasibility of hybrid system in three major areas. First, the technical basis in which it estimated the capacity of the system that fulfills the energy demand. Second, the economic basis in which two scenarios considered for the analysis: (1) Without any subsidy, (2) With subsidies by Ministry of New and Renewable Energy (MNRE), India. Third, the environmental basis in which it's estimated the greenhouse gas (GHG) emission reduction potential of the proposed hybrid system. The proposed hybrid system can generate annually 37.4 MWh electricity and 7000 liters per day (LPD) capacity of hot water. Economically subsidies (30% of benchmark price according to MNRE) proposed hybrid system give the better results, their installation cost can be recovered within 3 years, and instead of without subsidies system has the simple payback of 4 years. The proposed hybrid system can annually reduce the GHG emissions up to 170 tCO2.

Keywords: energy simulation model; eQuest; RETScreen; integrated solar PV; solar hot water hybrid system

1. Introduction Buildings are responsible for huge energy consumption and it's serious involved in GHG emission

that polluted the ecosystem. In India, buildings are consumed nearly one-quarter of the total electricity

consumption (IEA 2012, Torcellini et al. 2006), simultaneously it contributes major role in the total

country emissions. Due to high-energy demand and less power supply, the majority of the country's

population suffers the interrupted & insufficient power supply from the grid and it also seems to be the

main obstacle for the educational institution. However, just by using the renewable energy system in the

educational buildings, we can minimize dependency in grid energy and preventing environmental

consequences too. Ding (2007) conducted analysis on 20 secondary school buildings which are situated in

Australia and suggested that operational phase consume nearly two third of the total life cycle energy

consumption of building.

Grid connected solar PV-solar hot water hybrid system has been identified as one of viable

technologies to improve building energy performance and to reduce environmental effects by the on-site

electricity and hot water generation with solar energy. The hybrid system involves combining solar

Corresponding author, Dilawar Husain, E-mail: [email protected]

a PhD

2

Journal of Manufacturing and Automotive Research (JMAR), ISSN: XXXX-XXXX (Online) Volume 1, Issue

1, January (2018), © Copyright JMAR: http://jmar.shardagroup.org/

photovoltaic electricity technologies with solar hot water system that meet the demand of lighting load

and hot water required of an institutional building.

2. Methodology

The objective of this study, to assess the technologies that can provide uninterrupted energy supply to

the residential type school building, that's can be used where power failures are frequent. This has been

done by assessing the integrated solar PV & solar hot water hybrid system in the school building. This

methodology is illustrated in Fig. 1, where we considered an integrated use in series of two scientifically

validated software eQUEST (TQEST 2016) and RETScreen (NRC 2016). The thermal modeling of the

building has been done by eQUEST software then the results further processed by RETScreen software,

to access the feasibility of the technical, environmental, and economic analysis of the hybrid system.

Fig 1. Flow diagram of Methodology

2.1 Building Description Building taken as the study is Vishnu Bhagwan Public School building that is located at Jhalwa,

Allahabad (U.P), India. The geographic coordinate of the building is 25.45°N latitude, 81.73°E longitude

(WMO 2016). The school building has two blocks in which one four storey building block used for

studies and second three storey building block used for residence purposes.The building orientation is

south facing and the total floor area of 18500 m2. The school building & their 3D model image are shown

in Fig.2-.3, respectively. The detailed information about internal loads of both building blocks is depicted

in Table 1.

2.2 Proposed Hybrid System The schematic diagram of grid connected integrated solar PV system & solar hot water hybrid system

is shown in Fig.3. The total annual lighting load and hot water demand of the school building can be met

through proposed hybrid system. School's lighting & hot water demand can be achieved by 21 kWp

capacity of solar PV power system and 7000 litres per day (LPD) capacity of forced circulated solar hot

water system. Operational electricity requirement to the solar hot water system (forced circulation) also

fulfills by the solar PV power system.

During normal mode of operation of the hybrid system, the generated power through solar PV system

will supply for the lighting of the building and the solar hot water system. Any excess power generated

through solar PV system will be transferred to the grid. If there be any insufficient power supply from the

3



solar PV system to the load, the grid will automatically supply power to the load. The grid electricity also

connects to the system that provides extra backup. Hot water may also be used in hostel kitchen and

laundry purposes during the off-season (i.e. summer season).

(a) (b)

Fig. 2 (a) Image of Vishnu Bhagwan public school building

(b) Image of 3D model of building envelope.

Table 1 Internal load of building blocks.

Attributes Unit Block 1

(studied building)

Block 2

(residential building)

Lighting load W/sqft 2.93 2.5

Hot water system kWh/sqft 0 1.41

Water cooler W/sqft 3.59 40.76

Miscellaneous load W/sqft 4.13 6.52

Water pump W/sqft 6.52 4.13

2.3 Simulation Modeling

2.3.1 Building envelope modeling The eQuest software use for the school building modeling, the parameter settings involved a south

facing envelope model, common brick walls used for building wall construction, Reinforced cement

concrete (RCC) M20 used for roof construction, and building envelope consists of wooden based doors

and simple glass windows. All details that required for simulation are shown in Table 1 & Table 2. The

simulated 3D envelope model of the School building blocks is shown in Fig. 2b.

2.3.2 Hybrid System Modeling

After estimation of the electricity and hot water demand of the school building by eQuest, proposed

hybrid system assessment has been done by RETScreen software. RETScreen software created in 1996 by

Natural Resources Canada’s Canmet Energy Research Centre to provide low-cost preliminary

assessments of RE projects all reporting RETScreen calculations to be within 0-6% of actual energy

production (NRC 2016, WMO 2016, Gilman 2008). All technical parameter that required for simulation

are discussed below.

2.3.3 Climate data

For analysis of proposed hybrid system, accurate climate data of Allahabad, India is required. The

annual solar radiation is 5.79kWh/m2/d for Allahabad city which are obtained from RETScreen

International’s climate database through ground monitoring stations and from NASA’s global satellite

database (NRC 2016).

4



Fig. 3 Schematic diagram of hybrid system

Table 2 Construction details of building envelope

S.N. Variables Materials U-value (TQEST 2016)

(W/m2K)

1. Wall 1 inch cement plaster, 9 inch brick, 1 inch cement

plaster

1.86

2. Roof 1 inch cement plaster, 4 inch concrete, 1 inch cement

plaster

2.035

3. Floor 4 inch concrete, interior finish with ceramic/stone

tiles

6.91

4. Exterior Doors Wooden doors with 2.5 inch frame width 6.6

5. Exterior windows Single clear (1001) glass type windows with 2.0

inch frame width

2.95

Component data of proposed technologies

The technical details of integrated solar PV system and solar hot water hybrid system are given in

Table 3.

Emission parameter

The emission factor of electricity generation is 0.98 tCO2/MWh (Bhawan et al. 2014) and transition &

distribution losses in grid are taken as 23.04% for India (NSO 2016).

Financial parameter

Two scenarios consider for the economic analysis of the present case study. The first scenario

considers no subsidy on hybrid system and second scenario consider subsidy on hybrid system that would

provide by Government of India Ministry of New and Renewable Energy (MNRE). MNRE provide

subsidy up to 30% of the benchmark cost (Rs.100/-per Wp for the systems up to 500 kWp capacity) of the

grid connected rooftop and small solar power plant (MNRE 2016a). MNRE also provide subsidy up to 30%

of the benchmark cost (Rs. 11,000/ sq. m of Flat Plate Collector based systems) of the solar hot water

system (MNRE 2016b).

5



Table 3 Component specifications of hybrid system

# Cost has been taken from local market

Some of other financial figures for the economic analysis of the proposed system such as fuel cost

escalation rate 6.1% and inflation rate 5.5% are taken into account (CERC 2016, Trading Economics

2016). The grid electricity cost in Utter Pradesh is taken as 7.30 Rs per kWh (UPERC 2016). Life time for

solar PV and solar hot water system are considered about 20 years each, while for inverters is 10 years.

3. Results and discussion

We primarily simulated the electricity consumption of existing building then analysed the feasibility

of proposed hybrid system based on thermal, economic, and environmental point of view.

3.1 Thermal analysis

The energy simulation model of base case system has been done by eQuest software and obtains the

annual electricity consumption in lighting and water heating are 37 MWh and 31 MWh, respectively. The

proposed solar PV power system can generate 37.4 MWh electricity annually, while 0.4 MWh electricity

required for water circulation in the solar hot water system.

3.2 Environment Analysis Instead of base case system, the proposed hybrid system has the zero GHG emissions and it reduced

S.N. Power

systems Variables Specification

1.

Solar PV

panel#

Manufacturer Trina Solar

PV module type Mono- Si

Module number TSM-195DC/DA01A

Efficiency 15.3%

Frame area 1.28m2

Peak power capacity 185 W

Life 25 years

Cost Rs.123/Watt

2.

Solar Hot

Water

System#

Manufacturer ARINNA

System Capacity 7000 LPD

System Output Temperature 55-60 C avg.

Solar Collector area on terrace 140 Sq. Mtr. (Appx.)

Collector Type Flat Plate Parallel Flow type

Gross Area 2.01 m²

Absorber Material Copper (Absorptive>90%; Emissivity < 12% )

Transparent Cover(glass) Tempered Low Iron Glass 4mm (Transmissivity >88%)

Insulation Material Polyurethane + glass wool 32 kg/m3

3. Charge

controller Model GSB-B-16kw220v

4. Inverter

Manufacturer Su-kam

Capacity 16kVA

Efficiency 90%

losses 5%

6



the grid electricity consumption in the built environment. The proposed hybrid system has potential to

reduced 86.6 tCO2 annually.

3.3 Economic analysis

The total cost of the proposed hybrid system is nearly 40 lakhs, while annual saving of 10.5 lakhs by

reducing consumption of grid electricity at the rate of Rs 7.30 / kWh. As previously stated, two financial

scenarios was executed in this study i.e., (i) the first scenario consider grid connected solar PV and solar

hot water system without subsidy, and (ii) the second scenario with subsidy provided by MNRE i.e. up to

30% cost of the benchmark renewable system cost.

It is obvious that without any financially support from any agencies, the simple payback period of

proposed hybrid system is nearly 4 years while with subsidy of 8.6 lakhs the simple payback period is 3

years.

4. Conclusions The energy saving model for Vishnu Bhagwan Public School building proposed in this study gives

very promising result with help to reduce GHG emissions. The annual energy saving are approximately

16.3%, which is very significant and will provide carbon credits. The concept of grid connected solar PV-

solar hot water hybrid system is well suited for the location where the power failures are common. The

simulation results indicate that the electricity supply for the institutional building can be generated most

economically and ecologically by renewable system.

Acknowledgements

The authors would like to express thanks to the principal of Vishnu Bhagwan Public School,

Allahabad, India, for providing building information as well as participation in various surveys and data

collection.

References Bekker B., Gaunt T., (2008), “Simulating the impact of design-stage uncertainties on PV array output

estimation”. 16th Power System Computation Conference, Glasgow, Scotland.

Bhawan, S., Puram, R.K., (2014), “CO2 Baseline Database for the Indian Power Sector. Version 10”, Government of

India, Ministry of Power, Central Electricity Authority, cea.nic.in/reports/others/thermal/tpece/cdm_co2/

user_guide_ver10.pdf. Central Electricity Regularity Commission(CERC) (2016), Government of India: Escalation rates 2015,

http://www.cercind.gov.in/2015/escalation/expl7.pdf . Trading Economics (2016), http://www.tradingeconomics.com/india/inflation-cpi.

Ding GKC (2007), “Life cycle energy assessment of Australian secondary schools”. Building Research Information,

Volume 35, Issue 5, pp. 487–500.

Gilman P (2007), “A comparison of three free computer models for evaluating PV and hybrid system designs:

HOMER, Hybrid2, and RETScreen”, Proceedings of the Solar Conference, Volume 1, page. 81.

Government of India, Ministry of New & Renewable Energy (MNRE, 2016a), http://mnre.gov.in/schemes/

decentralized-systems/solar-rooftop-grid-connected/.

Government of India, Ministry of New & Renewable Energy (MNRE 2016b), http://mnre.gov.in/schemes

/decentralized-systems/solar-systems/solar-water-heatres-air-heating-systems/.

http://www.tradingeconomics.com/india/inflation-cpi

7



International Energy Agency (IEA) (2012), http://www.iea.org/statistics/statisticssearch/report/?country=

India&product =electricityandheat&year=2012.

Natural Resources Canada (2016): RETScreen International, http://www.nrcan.gc.ca/energy/software-tools/7465.

The Quick Energy Simulation Tool (2016), http://www.doe2.com/equest/. National Statistical Organisation (NSO) (2016), Ministry of Statistics And Programme Implementation Government

of India www.mospi.gov.in.

Torcellini P, Pless S, Deru M, Crawley D., (2006), “Zero energy buildings: a critical look at the definition”. National

Renewable Energy Laboratory, Conference Paper NREL/CP-550-39833.

WMO (2016), http://ds.data.jma.go.jp/tcc/tcc/products/climate/normal/parts/NrmMonth_e.php?stn=42475.

Uttar Pradesh Electricity Regularity Commission (2016): Tariffs rates for financial year 2009-10,

http://www.uperc.org/App_File/Tariff%20Rate%20ScheduleRateScheduleFY2009-10-pdf22201145940AM.pdf.

http://www.nrcan.gc.ca/energy/software-tools/7465

http://www.doe2.com/equest/

http://www.mospi.gov.in/

http://ds.data.jma.go.jp/tcc/tcc/products/climate/normal/parts/NrmMonth_e.php?stn=42475

http://www.uperc.org/App_File/Tariff%20Rate%20ScheduleRateScheduleFY2009-10-pdf22201145940AM.pdf

8





Fatigue Life Improvement of Glass Fiber Reinforced Polymer by Matrix Modification

Anand Gaurav1 and K.K. Singh*2a

1,2Department of Mechanical Engineering, Indian Institute of Technology (ISM), Dhanbad, 826004, India

Abstract. This study deals with the additive effect of pristine multi-walled carbon nano-tubes (pCNTs) on the fatigue life of GFRP composite laminates. MWCNTs with two different wt. % i.e. 0.5% and 1% were mixed with the epoxy as secondary reinforcements. Weight percent of these nano fillers were based on complete matrix system including epoxy and hardener. Plain weave glass fiber fabric was used as reinforcing material while epoxy was chosen for matrix. Tension-tension fatigue test was conducted with stress ratio (R = σmin/σmax) and frequency of 0.1 and 3 Hz respectively. Lower testing frequency ensured minimum hysteresis heating in the samples. Compared to static loading condition, GFRP laminates show poor durability in dynamic loading. Addition of MWCNTs enhanced both the ultimate stress and fracture strain in static properties. While dynamic results varied according to maximum applied load. With decreasing maximum applied load, effect of MWCNT addition get more pronounced since high cycle fatigue regime (Nf>10

4 cycles) witnessed more increment in the

number of cycles than the low cycle fatigue range (Nf <104 cycles).

Keywords: GFRP; MWCNTs, tensile strength; tension-tension fatigue

1. Introduction

Glass fiber reinforced polymers (GFRP) possess high strength to weight ratio together with tailoring

properties. This high strength to weight ratio makes it suitable for most of the engineering sectors like

airplane, marine, sports and wind turbine industry; which requires low weight and high strength. Most of

these industries require high fatigue life of the product to serve the purpose for larger extent of time. Thus,

these materials have to have high static strength and good fatigue resistance.

A major part of these composites consist of thermosetting polymer (epoxies) as matrix and long

unidirectional or woven mats of glass and carbon fibers as reinforcement. Epoxies need time to set and

when they do they become amorphous and have highly cross-linked chains. The major setback of using

polymer matrix is they are brittle in nature and fails at low strain thus have a poor resistance towards

crack initiation. Unlike conventional engineering materials composite materials go through multiple

damage modules like fiber breakage, matrix cracking, ply delamination and fiber-matrix debonding [1-2].

This problem can be curbed by adding nano particles as second reinforcement in the matrix phase.

Researchers presented their work for enhancement of fracture strength and failure mechanism of the

polymer matrix composites by adding soft nano fillers like rubber [3] and moderately tough nano fillers

like silica particles [3-5] and graphene oxide [6-8]. Adding soft nano fillers in the matrix phase does not

have much contribution in the toughening of the matrix phase but also on the other hand they lower the

glass transition temperature (Tg), whereas using moderately tough nano-particles increases the stiffness

_____________________

* Corresponding author, K.K Singh, E-mail: [email protected]

a PhD

9



and glass transition temperature (Tg) as well, but they do not contribute towards the toughening of the

matrix phase. Thus, nano fillers which not only increase the mechanical properties of the FRPs by matrix

toughening effect but also thermo-mechanical properties like glass transition temperature (Tg), tough nano

fillers like SWCNTs / MWCNTs were preferred by many scholars [7-14]. Use of these nano-modifiers of

polymer matrix increases the static mechanical properties which mostly depends on matrix properties

such as inter laminar shear strength (ILSS) by 20% [14-16]. With reference from Hsieh et al. [17],

addition of rubber micro particles and silica nanoparticles in epoxy, increased the energy release rates for

both I and II fracture modes. While similar results were achieved by Wichmann et al. [11] by replacing

the above said nanoparticles by CNTs in the matrix. Garcia et al. [18] in his research work reported CNT

forest grown on the fiber surface in alumina fiber reinforced epoxy increased the respective inter laminar

shear strength by 69 %. All the above referenced work concludes that ILSS and tensile properties (in-

plane) can be increased by adding a second phase nano particles to the bulk material.

Grimmer and Dharan [19] reported 60-250 % increase in high cycle fatigue life of glass fiber epoxy

composite by adding mere 1 wt. % of CNT and Böger et al. [20] informed increase in fatigue life by

adding 0.3 wt. % of MWCNTs in GFRP. Knoll and co-workers [21], Kostopoulos and associates [22] and

Gao et al. [23] reported increase in fatigue life of carbon fiber reinforced polymer composite by adding

0.3 wt. % to 0.5 wt. % of CNTs in the matrix respectively

In this work a comparative study has been made by fabricating 3 different types of laminate by adding

different amounts of MWCNTs in the whole epoxy system. Then each sample was tested for their static

strength and fatigue life.

2. Materials and sample preparation

Bisphenol-A based thermosetting epoxy, brand name Lapox L-12 (ARL-12) and N-N'-Bis (2-

aminoethyl) ethane-1,2-diamine hardener, brand name Lapox K-6 (AH312), provided by Atul limited,

India was used in this set of experiments. Both the epoxy and hardener were room curing products.

MWCNTs used were lab produced by AC arc discharging of graphite rods on 99.99% pure graphite

plate. Current used to generate shoots was above 150 A and voltage below 100 V and shoots were cooled

suddenly to stop further oxidation of the shoot. Ball mill was used to make fine powders of the shoot. To

remove volatile impurities powder was kept in muffle furnace at temperature above 600°C for one hour

followed by washing with distilled water and then with 0.3M toluene for several times. Further toluene

was evaporated in air oven at temperature above 100°C, thus leaving MWCNTs. Figure1 and figure2

shows XRD and SEM of thus produced MWCNTs respectively.Fibre used in reinforcements was E-glass

plain woven roving fabric with surface weight of 610 gsm, made by Vetrotex India, supplied by M. S.

Industries, Kolkata, India. 8 ply quasi-isotropic symmetric laminates were fabricated using vacuum

assisted hand layup method figure3 with fiber volume fraction (vf) of about 55%. Fiber volume fraction

was calculated by weighing glass fiber cut outs and final laminate after curing with a precision scale of 5

points after decimal.

Dispersion of nano-particles in the epoxy was carried out by first mixing the desired amount of

MWCNTs in 50 ml of acetone [24]. Then calculated amount of neat epoxy resin was mixed briskly with

the acetone mixed nano-particle using two beater hand shear mixture at 600 rpm for 1 hour. The solution

was left idle for 1 hour and then the process was repeated for two

times. Whole dispersed solution was kept at RTP for 72 hours so that acetone diffuses completely out of

the system leaving behind mixture of epoxy and MWCNTs. Epoxy and harder was mixed in the ratio of

10:1 for 10 minutes with the above said hand mixture and laminate was fabricated using the above said

mixture as matrix material. Repeatability is achieved by initially applying a pressure of 700 mm of Hg till

pressure drops to 400 mm of Hg and keeping same pressure for 24 hours until the material cures. Ply

orientation used was [(90,0)/(45,-45)2/(0,90)]s, where number in parenthesis shows angle of warp and

weft direction.

10



Fig. 1 XRD of the produced MWCNTs Fig. 2 FESEM of the produced MWCNTs

Fig. 3 Schematic of vacuum assisted hand layup technique

Test specimens were prepared by cutting samples from the laminate using hacksaw. For tensile tests

sample dimensions were 250mmX25mmX3.8mm and for fatigue tests sample dimensions were

150mmX25mmX3.8mm. Each prepared sample was smoothened on the edges with sand paper of grit

designation 240 to eliminate any stress concentration present. To avoid failure in the grips, end tabs of

dimension 50mmX25mmX3.8mm was pasted on the surfaces to be gripped in the mechanical gripper.

Baere et al. [25] conducted experiments on the material of the end tabs to be used in static and dynamic

testing. Taking his work as reference testing material was selected as the end tabs material.

3. Testing procedures and parameters: 3.1 Tensile tests

Tensile tests of the neat epoxy GFRP composite and MWCNTs doped GFRP were carried out

according to ASTM D3039/3039M [26] test standard specifications. Detailed drawing of the test coupon

can be seen in figure 4. The tests were carried out on a computer controlled UTM with the cross head

speed of 1mm/min. Table 1 shows the average tensile properties of the laminates with and without

MWCNTs which were determined by testing 3 specimens from each sample.

3.2 Fatigue tests

Fatigue tests of the neat epoxy GFRP composite and MWCNTs doped GFRP were carried out

according to ASTM D3479/3479M [27] test standard specifications. Detailed drawing of the test

11



specimen is shown in figure 4. Test machine used was computer controlled and servo-hydraulic

mechanism with load cell of 25KN. Tests were performed with stress ratio (R =𝜎𝑚𝑖𝑛/𝜎𝑚𝑎𝑥) and

frequency of 0.1 and 3 Hz respectively with sinusoidal wave form. Test frequency was kept low to

eliminate hysteresis heating effect [28-31] in FRPs which is due to the visco-elastic nature associated with

the polymers. Excessive heating makes the polymer to move towards glass transition temperature (Tg), at

which brittle and glassy appearing polymer changes to soft and rubbery material which severely hampers

the mechanical properties of the composite. In order to draw Wohler curve (S-N plot) the samples were

tested at regular interval of stress intensities until run-out cycles were achieved. The run-out cycles were

taken as 106 cycles [32].

Fig. 4 Dimensions of the specimen

4. Results and Discussion:

4.1 Quasi-static tensile results:

The effect of nano particle addition in the bulk phase can be clearly observed from figure 5. With

increasing amount of CNTs, ultimate strength and strain to failure increased. The average ultimate tensile

strength of the samples without MWCNTs was 223 MPa. While addition of 0.5 and 1.0 wt. % of pCNTs

increased the same by 7.6 and 12.1 % to 240MPa and 250 MPa respectively. On the same note average

fracture strain and modulus of the unmodified laminates were 0.00172 and 28 GPa.

While samples loaded with 0.5 wt. % of MWCNTs showed fracture strain and modulus of 0.00186

and 29 GPa respectively and those modified with 1.0 wt. % of CNTs had the same of 0.00209 and 31 GPa

respectively. These results showed the strengthening effect of MWCNTs on the fiber and matrix

dominated properties. Formation of matrix rich regions is inevitable in woven fiber laminates. Since

damage development in PMCs are initiated from the matrix, modification of the same increased static

properties by matrix toughening effects like crack pinning, crack deflection etc.

4.2 Fatigue results:

Results of the fatigue tests conducted on the unmodified and modified samples can be seen in figure 6

(a-c). From the figures it can be seen that a decrease in maximum applied load increased the fatigue life of

the specimens and this presented the graphs a negative slope. This trend was independent of the CNT

loading amount, however slope of the line which connected the average number of cycles of failure to the

12



Fig. 5 Quasi-static tensile properties of the material

applied load portrayed CNT dependent behaviour and can be seen in figure 7. The effect of CNT on the

fatigue life of GFRP laminates are more pronounced at lower stress amplitude compared to higher stress

amplitude. This could be due to the fact that at high stress amplitudes cracks generate and propagate at

higher rate and at multiple fronts within the samples. Samples witness quick coalescence of such cracks

and prompted to fail at lower number of cycles. Whereas at lower stresses similar damage development

takes place but at diminished rate. Such lower rate of crack generation, propagation and amalgamation

makes the samples endure higher number of cycles.

Addition of MWCNTs increased the fracture toughness of the matrix material, which in turn

increased the fatigue life of the samples [33]. Also, MWCNTs increased the fiber-matrix interface

strength and acted as an effective medium of stress transfer from the soft matrix to stiffer fibers. Apart

from that addition of CNTs in the matrix reduced the modulus gap between bulk material and fibers. This

diminished the local straining effect and discontinuous stress generated due to such phenomenon. Apart

from these matrix toughening effects like crack bridging, crack pinning etc. increased the fatigue life of

the CNT loaded specimens. According to Grimmer and Dharan [19], unmodified specimens fail due to

unstable hysteresis. While modification by CNT dispersion provides stable hysteresis to the samples and

specimens endure higher number of cycles at the same maximum applied load.

Fig. 6 (a) Stress vs number of

cycles to failure for neat

epoxy GFRP samples

Fig. 6 (b) Stress vs. number of

cycles to failure for 0.5

wt.% MWCNT loaded

samples

Fig. 6 (c) Stress vs. number of

cycles to failure for 1.0

wt.% MWCNT loaded

samples

13



Fig. 7 Normalized stress vs. number of cycles to failure for all the three laminates

5. Conclusions

The following conclusions can be drawn from this work; a) Loading polymer matrix composite with 0.5 and 1.0 wt. % of MWCNTs increased the ultimate

strength and strain of the material by almost 8 to 12% and 8 to 21% respectively.

b) Depending upon the loading conditions (applied maximum load), samples with CNTs endured

higher number of cycles, compared to the samples without them.

c) Higher number of cycles endured by modified samples could be attributed to the matrix

toughening effect imparted by the CNTs, whereas local straining effect in neat epoxy GFRP

laminates caused a reduction in fatigue life.

References Stinchcomb W.W and Reifsnider K. L (1979), “Fatigue damage mechanisms in composite materials: a review”,

American Society for Testing and Materials ASTM STP, Volume 675, pp. 762–787.

Talreja R (2008), “Damage and fatigue in composites – A personal account”, Composites Science and Technology.

Volume 68: Issue 13, pp. 2585–2591.

Manjunatha C. M, Taylor A. C, Kinloch A. J. and Sprenger S (2009), “The cyclic-fatigue behaviour of an epoxy

polymer modified with micron-rubber and nano-silica particles”, Journal of Material Science, Volume 44, Issue

16, pp. 4487–4490.

Manjunatha C. M, Taylor A. C, Kinloch A. J. and Sprenger S (2010), “The tensile fatigue behaviour of a silica

nanoparticle-modified glass fibre reinforced epoxy composite”, Composites Science and Technology. Volume 70,

Issue 1, pp. 193–199.

Johnsen B. B, Kinloch A. J, Mohammed R.D, Taylor A.C. and Sprenger S (2007), “Toughening mechanisms of

nanoparticle-modified epoxy polymers” Polymer, Volume 48, Issue 2, pp. 530-541.

Bortz D. R, Heras E. G, and Martin-Gullon I. (2012), “Impressive Fatigue Life and Fracture Toughness

Improvements in Graphene Oxide/Epoxy Composites” Macromolecules, Volume 45, Issue 1, pp. 238–245.

Tang L-C, Wan Y-J, Yan D, Pei Y-B, Zhao L, Li Y-B, Wu L-B, Jiang J-X, and Lai G-Q (2013), “The effect of

graphene dispersion on the mechanical properties of graphene/epoxy composites” Carbon, Volume 60, pp. 16–27.

14



Chandrasekaran S, Sato N, Tölle F, Mülhaupt R, Fiedler B and Schulte K (2014), “Fracture toughness and failure

mechanism of graphene based epoxy composites”, Composites Science and Technology, Volume 97, pp. 90–99.

Gojny F.H, Wichmann M. H. G, Fiedler B, Bauhofer W. and Karl Schulte (2005), Influence of nano-modification on

the mechanical and electrical properties of conventional fibre-reinforced composites, Composites: Part A, Volume

36, Issue 11, pp. 1525–1535.

Hsieh T. H, Kinloch A. J, Taylor A. C and Kinloch I. A (2011), “The effect of carbon nanotubes on the fracture

toughness and fatigue performance of a thermosetting epoxy polymer”, Journal of Material Science, Volume 46,

pp. 7525–7535.

Wichmann M. H. G, Sumfleth J, Gojny F. H, Quaresimin M, Fiedler B. and Schulte K (2006), “Glass-fibre-

reinforced composites with enhanced mechanical and electrical properties – Benefits and limitations of a

nanoparticle modified matrix”, Engineering FractureMechanics, Volume 73, Issue 16, pp. 2346–2359.

Davis D. C, Wilkerson J.W, Zhu J and Ayewah D.O.O (2010), “Improvements in mechanical properties of a carbon

fiber epoxy composite using nano tube science and technology”, Composite Structures, Volume 92, Issue 11, pp.

2653–2662.

Gojny F.H, Wichmann M. H. G, Fiedler B and Karl Schulte (2005), “Influence of different carbon nanotubes on the

mechanical properties of epoxy matrix composites – A comparative study”, Composites Science and Technology,

Volume 65, Issue 15-16, pp. 2300–2313.

Fan Z, Santare M.H, Advani S. G (2008), “Interlaminar shear strength of glass fiber reinforced epoxy composites

enhanced with multi-walled carbon nanotubes”, Composites: Part A, Volume 39, Issue 3, pp. 540–554.

Böger L, Wichmann M.H.G, Meyer L.O, Schulte K (2008), “Load and health monitoring in glass fibre reinforced

composites with an electrically conductive nanocomposite epoxy matrix”, Composites Science and Technology,

Volume 68, Issue 7-8, pp.1886–1894.

Gojny F.H, Wichmann M.H.G, Fiedler B, Bauhofer W, Schulte K (2005), “Influence of nano-modification on the

mechanical and electrical properties of conventional fibre-reinforced composites”, Composites: Part A. Volume

36, Issue 11, pp. 1525–1535.

Hsieh T.H, Kinloch A.J, Masania K, Lee J.S, Taylor A.C, Sprenger S (2010), “The toughness of epoxy polymers

and fibre composites modified with rubber microparticles and silica nanoparticles”, Journal of Material Science,

Volume 45, Issue 5, pp. 1193–1210.

Garcia E.T, Wardle B.L, Hart A. J, Yamamoto N (2008). “Fabrication and multifunctional properties of a hybrid

laminate with aligned carbon nanotubes grown In Situ” Composites Science and Technology, Volume 68, Issue 9,

pp. 2034–2041.

Grimmer C.S. and Dharan C.K.H (2008), “High-cycle fatigue of hybrid carbon nanotube/glass fiber/polymer

composites”, Journal Material Science. Volume 43, pp. 4487–4492.

Böger L, Sumfleth J, Hedemann H, Schulte K(2010), “Improvement of fatigue life by incorporation of nanoparticles

in glass fibre reinforced epoxy” Composites: Part A, Volume 41, Issue 10, pp. 1419–1424.

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nanoparticles on the fatigue performance of carbon fibre reinforced epoxy”, Composites: Part A. Volume 67, pp.

233–240.

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monitoring on carbon fibre reinforced polymers enhanced with multi-wall carbon nanotubes”, ECCM-13

Conference Proceedings, Volume 1, pp. 1–9.

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Composites under Cyclic Loading using Carbon Nanotubes” Advanced Functional Materials, Volume 19, Issue 1,

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characterization of epoxy nano composites with MWCNT’s/CNF’s using thinky and 3-roll shear mixing

techniques (2010), Revista Matéria. Volume 15, Issue 2, pp. 247–253.

Baere I. D., Paepegem W. V., Degrieck J (2009), “On the design of end tabs for quasi-static and fatigue testing of

fibre-reinforced composites” Polymer Composites, Volume 38, Issue 4, pp. 381-390.

ASTM D3039 / D3039M, Standard test method for tensile properties of polymer matrix composite materials.

ASTM D3479 / D3479M, Standard test method for tension-tension fatigue of polymermatrix composite materials.

Gude M., Hufenbach W., Koch I., Koschichow R. Schulte K., Knoll J (2013), “Fatigue testing of carbon fibre

reinforced polymers under VHCF loading” Procedia Materials Science. Volume 2, pp. 18 – 24.

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various kinds of applied load”, Polymer Composites. Volume 33, Issue 4, pp. 540-547.

15

Goel A., Chawla K. K., Vaidya U. K., Chawla N., Koopman M (2009), “Characterization of fatigue behavior of long

fiber reinforced thermoplastic (LFT) composites” Materials Characterization, Volume 60, Issue 6, pp. 537–544.

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Structures, Volume 64, Issue 2, pp. 199–209.

Hu Y, Lang A. W., Li X., Nutt S. R (2014), “Hygrothermal aging effects on fatigue of glass

fiber/polydicyclopentadiene composites” Polymer Degradation and Stability. Volume 110, pp. 464-472.

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Science and Engineering, Volume 494, pp. 380-384.

16





Experimental Investigations of Heat Flow for Rectangular Geometry of Fins

Devendra Singh*1, Shubhash Chandra2a and Lokesh Upadhayay3

1,3

Department of Mechanical Engineering, Sachdeva Institute of Technology, Farah, Mathura (U.P.), India 2

Department of Mechanical Engineering, Vivekanand Institute of Technology, Aligarh (U.P.) India

Abstract. The heat conducted in the course of solids, boundaries or walls or boundaries has to be

continuously dissipated to the surroundings of environment to maintain the system in a steady state condition.

In many engineering applications huge quantities of heat have to be dissipated from small areas. Heat transfer

by convection between a surface and the flowing surrounding it can be increased by attaching to the surface

slender strips of metals called fins. By providing the effective area (fins), increase the heat transfer by

convection. The problem of determination of heat flow through a fin requires the awareness of temperature

distribution through fins. This can be obtained by regarding the fin as a metallic plate connected at its bottom

to a heated wall and transferring heat to a surrounding by convection. The heat flow through the fin is by

conduction. Thus the temperature distribution in a fin will depend upon the properties of both the fin material

and the surrounding fluid. In the present scenario of heat transfer various parameters such as effect of thickness,

thermal conductivity, and profile are considered to measure the efficiency and effectiveness of different

geometry of fins. A lot of research work is being carried on transfer of heat for different shapes and materials,

still a lot remain to be done to get optimal design for given conditions. This stringent requirement gave rise

to concept of extended surface. The thesis, concentrates on determination of temperature distribution and heat

flow from different types of fins. The knowledge of temperature distribution is necessary for their optimum

design with regard to size and weight to augment engine performance.

Keywords: ANSYS; aluminium fins; furnace; thermometer

1. Introduction Commonly, for increasing the heat transfer rates from the surfaces, the fins are used whenever it is not

feasible to raise heat transfer rate either by increasing the heat transfer coefficient on the exterior or by

increasing the temperature difference between the surface and neighboring fluids. Commonly, the fins are

used on little power developing machineries like engines used for scooters, computers and motor-cycles as

well as small capacity compressors. They are also used in many refrigerating systems (either in evaporator

of condenser) for increasing the heat transfer rates.

There are configurations of extended surface generally as a straight fin, an annular fin or spine. The

term straight fin is applied to the extended surface attached to a wall which is otherwise plane whereasan

annular fin is one, attached circumferentially, to a cylindrical surface. A spine or pin fin is an extended

surface of cylindrical or conical shape. These definitions are illustrated in Fig.1.

______________________ Corresponding author, Devendra Singh, E-mail: [email protected]

a PhD

17



(a) (b) (c) (d)

Fig.1 Examples of extended surfaces: (a) Parabolic (b) Triangular (c) Annular fin (d) Pin fin.

Du, Y.J. et al. [4] done experimental analysis to characterize the air-side heat transfer behavior of

several type of fins used in finned tube heat exchangersand create correlations which are used for design,

rating and modeling of heat exchangers. Wang, C.C. et al.(1998) done experimental analysis and prove that

the heat transfer coefficient of fins depends on the fin efficiency.

The problem of determination of heat flow through a fin requires the awareness of temperature

distribution from end to end. This can be obtained by regarding the fin as a metallic plate connected at its

base to a heated wall and transferring heat to a fluid by convection. The heat flow through the fin is by

conduction. Thus the temperature sharing in a fin will depend upon the properties of both the fin substance

and the surrounding fluid in the present scenario of heat transfer arena various parameters such as effect of

thickness, thermal conductivity, profile (rectangular) on heat transfer. A lot of research work is being

carried on transfer of heat as such should not be at the cost of engine performance. This stringent

requirement gave rise to concept of extended surface. In this thesis, concentrates on determination of

temperature distribution and heat flow from different types of fins. The knowledge of temperature

distribution is necessary for their optimum design with regard to size and weight.

2. Heat transfer from surface

Extended surfaces attached to the walls of heat transfer equipment in order to increase the rate of

heating or cooling q = h As (Ts- T∞). Fins come in many shapes and forms, some of which are shown in

Fig. 2, Fig. 3 and Fig. 4.

(a) Bare surface (b) Finned surface

Fig. 2 Uses of fins to enhance heat transfer from a plane wall

18

Chapter 3 Chee 318

Typical Fin Configurations

38Chapter 3 Chee 318

Fins of Uniform Cross-Sectional Area

Assuming one-dimensional, steady-state conduction in an extended

surface of constant conductivity and uniform cross-sectional area with

negligible generation and radiation, the fin equation is of the form:

02

2

)( TTkA

hP

dx

Td

c

where p is the fin perimeter

39

TTbb

TxT )(

Define:

(3.6.1)



(a) Rectangular Fin (b) Pin Fin

Fig. 3 Uniform fin configurations

(a) Parabolic Fin (b) Triangular Fin (c) Pin Fin

Fig. 4 Non-Uniform Fin configurations

On the basis of thermal performance and cost, fins are manufactured, which will stronger, when the

fluid is a gas rather than a liquid. The classification of appropriate fin geometry requires cooperate among:

a) A price and heaviness are obtainable space

b) Pressure fall of the heat transfer fluid

c) Heat transfer uniqueness of the fin.

According to Law of Newton cooling, the heat transfer from a surface to the surrounding medium is

given by as

Qconv= h A (T-Ta) … (1)

where,

T = Surface température

Ta = Surrounding temperature

A = Surface area

h = Convection heat transfer coefficient

There are two following methods for increasing heat transfer, they are

(i) To boost ‘h’

(ii) To enlarge ‘A’

(a) Boosting ‘h’

For increasing ‘h’, there are necessary need to installation of

(i) Pump or fan

(ii) Replacing presented one with larger one which may or may not be practical

19



(b) Enlarge ‘A’

For increasing ‘A’, there are necessary to installation of

(i) Extended surface called fins

(ii) Conductive material as aluminium

Assumptions: There are following assumptions:-

(a) There is no heat generation in fin

(b) Thermal conductivity is same to entire the length

3. Mathematical modeling using finite element method

It is used to analyze the problems in solid mechanics, fluid mechanics, heat transfer and vibrations.

The steps to analyze the problems in each of these fields are same. There are following steps using in

finite element methods. All finite element packages require the user to go through these steps in one form

or another.

(i) Specifying Geometry

(ii) Specify Element Type and Material Properties

(iii) Mesh the Object.

(iv) Apply Boundary Conditions and External Loads

(v) Generate a Solution

(vi) Post processing

(vii) Refine the Mesh

(viii) Interpreting Results

There are following FEM Software available:-

(i) COSMOS

(ii) ANSYS

(iii) PATRAN

(iv) SDRC/I-DEAS

(v) NASTRAN

(vi) ABACUS

(vii) ALGOR

4. Analysis of the problems The fins are to be provided to a wall for increasing the heat transfer from the wall. The fins

are made of Aluminum, Cast Iron & Mild steel and 25mm in thickness and 100mm in length.

The temperature distribution along the length of the fin was observed whose results are given.

k(Aluminum) = 227 W/m-K

k(Cast Iron) = 60 W/m-K

k(Mild steel) = 38 W/m-K

Wall Temperature = 400 oC

Air-temperature = 27 oC

h (Heat transfer coefficient on fin surface) = 4.5 W/m2-K

20



100 mm

50 mm25 mm

600 ° C

Fig. 5 Fin dimensions used for analysis

5. Results

Fig. 6 Temperature distribution for rectangular fin (k = 227 w/m-k)

Fig. 7 Temperature distribution for rectangular fin (k = 38w/m-k)

21



Fig. 8 Temperature distribution for rectangular fin (k = 60 w/m-k)

Fig. 9 Temperature distribution for rectangular fins for different materials

6. Discussion

a) T minimum in Rectangular fins (k=38w/m-K) is 378.960C,

b) Comparing among Rectangular fins

Table 1 Heat dissipation through different fins

Shape

Conductivity of the

fin material

(W/m-K)

Heat flow through the fin

for unit width

(W/m)

Mass of fin per unit

width of fin

(Kg/m)

Rate of heat flow

per unit weight

(Watts/kg)

Rectangular 227 375.16 6.80 55.17

Rectangular 60 368.40 18.18 20.26

Rectangular 38 363.28 19.6 18.53

22



(i) Heat dissipated by the rectangular fin , k=227w/m-K = 42.76 watts/kg

(ii) Heat dissipated by rectangular fin , k=60 w/m-K = 15.64 watts/kg

(iii) Heat dissipated by rectangular fin , k=38w/m-K = 14.21 watts/kg

7. Conclusions

(a) As the thickness of the fin (2δ) is increased heat flow also increases and so efficiency but

effectiveness will decrease.

(b) As the thermal conductivity (κ) of the fin material is increased heat flow from the fin will also

increase. Thus effectiveness and efficiency of the fin also increase.

(c) For a fin to be effective thermal conductivity (κ) should be more convection heat transfer

coefficient (h) should be small, thickness (2δ) should be small.

(d) Parabolic fins are more efficient than rectangular and triangular fins but there manufacturing

is difficult, so there use is limited.

(e) Using Aluminium for fin can save 95% weight when compared to copper.

(f) Iron fins have 10 times weight and iron alloy fins have 50 times weight compared to

aluminium, thus in short aluminium fins give better results as fin compared with all materials,

in terms of cost and weight.

8. Scope for the future work

(a) In this work the alumina has been considered as reinforcement material. The work can be

extended to other reinforcing materials like silica etc.

(b) The base material other than the aluminium can be used for future work.

(c) DNMG 150608 coated with titanium nitride tool and uncoated tool has been used in this work

to turn the materials. Further research can be conducted with different types of tool materials

like cermets, diamond tip and other type of coated carbide tools etc.

(d) In this work turning operation has been performed and tool wear, surface roughness and

material removal rate has been studied. The work can also be extended for other types of

machining operations like milling, drilling etc.

(e) The other mechanical properties may be calculated for composite material like impact

toughness.

(f) Response surface methodology gives a second order model and may be able to correlate the

obtained change in work piece tool wear, surface roughness and material removal rate with

respect to the process physics.

References

Rong-Hug Yeh (1995), On Optimum Spines, Journal of Thermodynamics and Heat Transfer, Volume 9, Issue 2.

Gardner, K.A. (1945), “Efficiency of Extended Surface”, Trans, ASME, J. Heat Transfer, Volume 67, pp. 621-631.

Harper, D.R. and Brown W.B. (1922), “Mathematical Equations for Heat Conduction in the Fins of Air-Cooled

Engines”, National Advisory Committee for Aeronautics, Report No.158.

Kern and Kraus, A.D. (1972), Extended Surfaces Heat Transfer, New York; Mc Graw-Hills.

Hollman, J.P. (1989), Heat Transfer (SI Metric Edn.) McGraw-Hill, New York.

Incropera, F.P. and Dewitt, D.P. (1996), Inrtoduction to Heat transfer, John Wiley & Sons.

McAdams, W.H. (1954), Heat Transfer, 3rd

ed., McGraw Hill, 1954, Newyork.

Arora, S.C.and Domkundwar, S., Heat and Mass Transfer, Laxhmi Publications.

23





Temperature Analysis of Spot Welding Electrode by FEM Method

Anuj Kumar*1 ,Ashutosh Singh2 ,Mudit Sharma3 Dhruv Kumar4

1Department of Mechanical Engineering, Amity School Of Engineering &Technology., Lucknow, India

2,3,4JEMTECH Campus, Gr. Noida

Abstract. Spot welding is the simplest and the most commonly used resistance – welding process. Welding

may be performed by means of single (most common) or multiple pairs of electrodes, and the required pressure

is supplied through mechanical or pneumatic The quality and strength of the welds and, by extension, the body is

mainly defined by the quality of the weld nuggets. The most effective parameters in this process are sheet material, geometry

of electrodes, electrode force, current intensity, welding time and sheet thickness. This present research finds out the effect of

welding process parameters on welding nugget formation. A mechanical/ electrical/ thermal coupled model was created in a

finite element analysis environment. The effect of welding time and current, electrode force, contact resistivity and sheet

thickness was simulated to investigate the effect of these parameters on temperature of the faying surface. The proposed

methodology allows prediction of the quality and shape of the weld nuggets as process parameters are varied. It can assist in

adjusting welding parameters that eliminates the need for costly experimentation. This process can be economically

optimized to manufacture quality automotive bodies.

Keywords: nugget size; resistance spot welding; thermo-electro-mechanical analysis

1. Introduction

In resistance spot welding (RSW), the tips of two opposing solid cylindrical electrodes touch a lap

joint of two sheet metals, and resistance heating produces and spot weld (Fig. 28.5a) in order to obtain a

strong bond in the weld nugget, pressure is applied until the current is turned off. Accurate control and

timing of the electric current and of the pressure are essential in resistance welding. The strength of the

bond depends on surface roughness and on the cleanness of the mating surface. Oil, paint, and thick oxide

layers should, therefore, be removed before welding. The presence of uniform, thin layers of oxide and of

other contaminants is not critical. The weld nugget is generally 6 to 10 mm (0.25 to 0375 in.) in diameter.

The surface of the weld spot has a slightly discolored indentation. Currents range from 3000 A to 40,000

A and the level depends on the materials being welded and on their thicknesses.

Process capabilities spot welding is the simplest and the most commonly used resistance welding

process. Welding may be performed by means of single (most common) or multiple pairs of electrodes,

and the required pressure is supplied through mechanical or pneumatic means. Rocker-arm type spot

welding machine are normally used for smaller parts; press type machines are used for larger work pieces.

The shape and surface condition of the electrode tip and the accessibility of the site are important factor in

spot welding. A variety of electrode shapes are used to spot-weld those are difficult to reach. Spot welding

is widely used fabricating sheet metal parts. Examples range from the attaching of handles to stainless –

steel cookware to the spot welding of muffing of current and pressure; its spot welding guns are

_____________________ Corresponding author, Anuj Kumar, E-mail: [email protected]

24



manipulated by programmable robots. Automobile bodies can have as many as 10,000 spot welds; they

are welded at high rates by the use of multiple electrodes.

The present study examined nugget formation and the effect of process parameters on the shape and

size of the weld nuggets. The effect of RSW parameters was simulated using the finite element method

(FEM) to increase the size of the nugget diameter. In the recent years, finite element method has provided

a powerful tool in studying these interactions and many related works have been carried out on the FEM

modeling of RSW A mechanical/electrical/thermal coupled model was simulated in a FEM environment

using commercially available software. The effect of welding time and current, electrode force, contact

resistivity and sheet thickness on the temperature of the faying surface was investigated. The shape and

size of the weld nuggets were computed and compared with experimental results from published.

2. Spot Welding Cycle

Figure 1 shows the spot welding process. It can also be described as Cycle Time and is the sum total

of the following time periods allowed during different stages of welding:

(a) Hold Time: It is the time period during which the current flows through the metal pieces to raise

their temperature.

(b) Squeeze Time or Forging Time: It is the time period during which the Mechanical Pressure is

applied to the metal pieces to squeeze them together to form the weld.

(c) Hold Time: It is the time period during which the metal pieces are held together under forge

pressure for a short while to enable the weld to solidify. It can, therefore be called Cooling Time also.

(d) Off–Time. After cooling of weld the electrode pressure is released and the metal pieces removed

for the next Operation Cycle. The time period between this release of electrodes and the start of next

welding cycle is called Off-Time.

3. Boundary conditions

In all numerical models, the boundary conditions and material properties must be accurate to obtain

realistic results. Figure 1 show the electrical thermal and mechanical boundary conditions used in the

model. A 60 Hz sine wave electrical current flow was uniformly distributed along the top surface of the

upper electrode and was permitted to flow across the contact areas at the electrode-work piece and work

piece-work piece interfaces to reach the bottom surface of the lower electrode. The reference electrical

potential bottom of the lower electrode was set to zero. To simulate the effect of cooling water in the

electrode cavity, the temperature of the electrode-water interface was maintained at a constant value

during welding. A 4670 N mechanical load was applied as a pressure condition at the nodes on the top

face of the upper electrode. It was increased linearly during the squeeze time and was held constant

during the welding and holding times. Radial displacement was restricted along the r-axis. To simplify

analysis, sliding at the electrode-sheet interface was not modeled.

Fig. 1. Schematics of resistance spot welding

25



4. Material properties

The steel sheets used were of AISI 1008 steel composed of 0.08 C, 0.32 Mn and 0.018 S and the

electrodes were copper. The temperature-dependent physical and mechanical properties of materials that

were used for electro-thermal and thermal-mechanical analysis were thermal conductivity, coefficient of

thermal expansion, electrical resistance, specific heat, density, enthalpy, elasticity of yield stress and

Poisson’s ratio.

5. Welding conditions

Welding comprised four cycles: squeezing, welding, holding and cooling. The exact welding

constants used in this study are given in Table 1.

Table 1 Welding constants used in this study

S.N. Parameters Values

1. Welding current 15.2 KA

2. Welding time 16 cycles

3. Electrode force 4670 N

4. Electrode diameter 8.6 mm

5. Electrode taper 45 degree

6. Sheet Thickness 1.52 mm

6. Finite Element Analysis

6.1. FEA model and mesh The model is meshed using three elements; PLANE223, CONTA172 and TARGE169. The element

PLANE223 with structural thermoelectric capabilities has eight nodes with up to four degrees of freedom

per node. It has UX, UY, TEMP and VOLT degrees of freedom. The other elements are contact elements

consisting of contact pair of CONTA172 and TARGE169. Contact occurs when the element

surface penetrates one of the target segment elements (TARGE169) on a specified target surface.

Any translational or rotational displacement, forces, moments, temperature, voltage and magnetic

potential can be imposed on the target segment element. RSW was treated as an electrical/thermal/

mechanical problem to be solved using FEM. The commercial finite element code ANSYS was used to

Fig. 2 FEM model for resistance spot welding

26



model coupling between electrical and thermal phenomena and between the thermal and mechanical

phenomena. The nodal temperature distribution and updating of deformed geometrical information is

done using APDL language. Temperature-dependent thermal, electrical and mechanical properties of the

material, including contact resistance, were considered. Because the nature of the electrode and the work

pieces is symmetric, a split physical model for 2D analysis is shown in Fig. 2.

7. Results and Discussion

7.1 Spot nugget growth

FEM was employed to simulate RSW to quantitatively determine the effects of the process

parameters on temperature distribution and nugget size in the different cycles. Nugget formation during

RSW was predicted for the squeeze, welding and holding time and was then compared with experimental

data from Gould et al. [7].

7.1.1 Welding time Figures 3 and 4 show the temperature profile and nugget growth for the eighth and fourteenth cycles

of welding, respectively. The results are displayed on a half model obtained during post-processing. The

melting point of AISI 1008 steel was assumed to be 1530°C; this is the point at which the spot nugget

region turns red. The highest temperature was always found at the middle of the work piece. During

simulation, the weld nugget began to form in the fifth weld cycle and it quickly grew in the lateral and

vertical directions over the next 2-3 cycles. Growth slowed after about three cycles when about 60% of

the thickness of the work piece was achieved, because of contact resistance ceased in response to the high

temperature. The highest temperature in the weld nugget was always observed to be in the middle of the

faying surface. This indicates that contact resistance plays a critical role in the duration of the first weld

cycle.

Fig. 3 Temperature distribution at 14th

cycle of welding Fig. 4 Temperature distribution at 8th

cycle of welding

7.1.2 Holding and cooling time In the thermo-mechanical model during the holding cycle, the current is set to zero and the convection

and squeezing forces are external loads. The final nugget size is obtained at the end of cooling time

because some deformation in the welding zone occurs when the weld cools in response to electrode

pressure and material shrinkage.

The results of RSW from the FEM were compared with the experimental results from Gould et al. [7].

To maintain consistency, the dimensions of the work piece, material properties, welding conditions and

27



boundary conditions used were the same as in Gould et al. [7]. A comparison between the shapes of the

weld nugget from Gould et al. and the results of FEM at a welding current of 14200 A and a welding time

of 14 cycles is shown in Fig. 5. The thickness of the experimental molten zone was about 2.12 mm and

the calculated thickness was 2.23 mm. It indicates a good agreement between the calculated results and

the experimental data.

Fig. 5 Schematic of predicted and experimental weld

nugget cross-section dimensions

7.2 Effect of welding parameters

Weld quality is stated in terms of weld nugget diameter. The present study observed the effect on

nugget dimension and geometry of welding current, welding time, electrode force, contact resistance and

sheet thickness. Previous studies have considered other parameters. For example, electrode force was

studied by Khan [10], but the more realistic and advanced FEM model used in the present study allows

adjustment of welding parameters for to optimum nugget dimensions.

7.2.1. Effect of welding current on nugget size Welding current has the greatest effect on generation of heat at the faying surface, thus, it is a primary

control variable in RSW. The influence of welding current on nugget dimensions. The weld nugget

formed at a welding current higher than 14.5 kA, indicating that welding current has a strong influence on

the weld nugget at currents of 15.5–16.2 kA. The experimental data and 1D model developed by Gould et

al. [7] are shown for comparison and indicate that the results from the FEM agree well with the

experimental data.

7.2.2. Effect of welding time on nugget size Figure 8 shows the influence of welding time on weld dimensions in RSW. Experimental data and

results

Fig. 6 FEM vs experimental data from Gould et al. [7]

with 1.52 mm sheets, 6 weld cycles at 4760 N

Fig. 7. FEM vs. experimental data from Gould et al. [7]

with 1.52 mm sheets at 13 kA and 4760N.

28



of the 1D model [7] are presented for comparison. Nugget growth predicted by FEM agrees well with the

experimental data as shown in figures 6 and 7. The 1D model predicts realistic shapes of curves. The 1D

model curves differed from the calculated results. Gould suggested that these discrepancies can be

attributed to either radial conduction in the sheet or inaccurate characterization of faying surface

resistance. The calculated results indicate that the weld nugget commenced during cycle 8 in the welding

time and increased abruptly after 6 cycles. The rate of increase of weld nugget thickness decreased with

the increase in weld time.

8. Conclusions The present study used an incremental and thermal/electro/mechanical coupled FEM to predict the

temperature distribution and spot nugget size in a spot-welded steel joint. Simulations were performed for

coupled analysis for different stages of the welding cycle by providing the necessary information and

boundary conditions. Experimental data and a 1D model from Gould et al. [7] were used for comparison.

The results provide information about the development of the weld nugget to help predict weld quality

without requiring actual test welding. The input parameters can be adjusted to provide weld nuggets of

different sizes. Optimum settings for the welding parameters for specific quality levels and materials of

the work piece can be obtained by simulation without performing a large amount of testing.

The following conclusions can be drawn from this study:

i) If the electrical current exceeds the flow necessary for nugget growth, it causes a rapid growth of

the nugget. The nugget growth rate decreased as the current flow increased, but the nugget size increased until melt spattering occurred.

ii) Increasing the number of electrical cycles strongly increased the contact surface temperature; this

caused melting of the contact zone and produces a large nugget without melt spattering. An

increase in weld time gives equilibrium to the melt pool.

iii) Increasing the load on the electrodes decreased the nugget size and increased the contact surface

area.

iv) When plate thickness increased, the current needed for the formation of a weld nugget increased.

Decreasing the plate thickness decreased the diameter of the electrode.

References Bentley K.P., Greenwood J. A., McK Knowlson P. (1963), “Temperature distribution in spot welding”, British

Welding Journal, Volume 12, pp. 613-619.

Greenwood J. A. (1963), “Temperature in spot welding”, British Welding Journal, Volume 6, pp. 316-322.

Nagel Lee, Nagel G.L. (1988), “Basic phenomena in resistance spot welding”, Society of Automotive Engineers,

Technical Paper No. 880277.

Cho H. S., Cho Y. J. (1989), “A study of the thermal behavior in resistance spot welds”, Welding Journal Volume 68,

pp. 236-244.

Kim E., Eager T. W. (1988), “Transient thermal behavior in resistance spot welding in sheet metal”, Welding

Conference Ш, Detroit, MI.

Nied H. A. (1984), “The finite element modeling of the resistance spot welding process”, Welding Journal Volume

63, Issue 4, pp. 123.

Gould J. E. (1994), “An examination of nugget development during spot welding using both experimental and

analytical techniques”, Welding Journal Volume 66, Issue 1, pp. 1-10.

Tsai C. L., Jammal O. A., Dickinson D. W. (1992), “Modeling of resistance spot weld nugget growth”, Welding

Journal, Volume 71, Issue 2, pp. 47-54.

29



Tsai C. L., Jammal O. A., Dickinson D. W. (1989), “Study of nugget formation in resistance spot welding using

finite element method”, Paper presented in 2nd

International Conference on Trends in Welding Research, Park,

OH., USA.

Khan J.A., Xu L., Chao Y., Broach K. (2000), “Numerical simulation of resistance spot welding process”, Numerical

Heat Transfer”, Volume 37, Part A, pp. 425–446.

Richard D., Fafard M., Lacroix R., Clery P., Maltais Y. (2003), “Carbon to cast iron electrical contact resistance

constitutive model for finite element analysis”, J. Mater. Process. Technol., Volume 132, pp. 119–131.

Chang B. H., Zhou Y. (2003), “Numerical study on the effect of electrode force in small-scale resistance spot

welding”, J. Mater. Process. Technol., Volume 139, pp. 635–641.

Feulvarch E., Robin V., Bergheau J.M. (2004), “Resistance spot welding simulation: a general finite element

formulation of electro-thermal contact conditions”, J. Mater. Process. Technol. Volume 153–154, pp. 436–441.

Hou Z., Kim I. (2007), “Finite element analysis for the mechanical features of resistance spot welding process”, J.

Mater. Process. Technol., Volume 180, pp. 160-165.

30





Numerical Simulation amid Expansion for Hot Rolling Strip

Mudit Sharma*1, Ashutosh Singh2, Rahul3, Sumit Panchal4

1,2Department of Mechanical Engineering, JIMS Engineering & Management

Technical Campus Greater Noida (U.P.) India 3Department of Mechanical Engineering, University of Engineering & Management Jaipur (Raj.) India

4Department of Automobile Engineering, Hindustan College of Sci. & Tech., Mathura (UP) India

Abstract. Keeping in mind the end goal of this research work to investigate the strategy of hot moving Sheet strip, the

model of extension of coiler was recreated amid sheet strip curling with FEM. The base of states of hot moving sheet strip

curling controls, and concentrate the tenets of relocation change law of sheet strips hubs along coiler deepest layer amid coiler

development with various layer, layer of least and wellbeing was yield, when the circle of sheet strip snaked was 2 or 3 layers,

its head had the fairly bigger removal, and when the circle was 4 or 5, its uprooting was almost a steady esteem. The

examining comes about were references vales to constitute minimal layer before coiler extension for specialists in field

designing and increment snaking speed.

Keywords: hot rolling; finite element analysis; FEM; displacement curves, plastic strain

1. Introduction The coilers are indispensable important equipment in hot strip rolling line. Their main task is to coil

the strip out of the finishing mill, and then transport to the next working procedure. Coiler is kind of basic

right hand sorts of apparatus in the workshop of moving metal. Winding and cooling of hot moving sheet

strip is the last method in moving creation. It is generally used as a piece of social occasion circle and

extra length sheet strip, which can make the moving material to be secured and transported easily [1-3].

Augmentation the yield of sheet strip winding method, lessen the wear of roller and upgrade the surface

exactness of sheet strip head ranges.

2. Working principle and composition of coiler The significant segments of down coiler in creation line of sheet strip rolling were given in Fig. 1. In

the said figure the representation of points are 1. End shears; 2. Finish rolling mill; 3. Jig entrance mill; 4.

Tension roller 1; 5. Coiler mill 1; 6. Jip; 7. Roller bed; 8. Tension roller 2; 9. Coiler mill 2; 10. Intercept

devices; 11. Hot metal detector; 12. Laser sensor.

We could see that the circling machine (No.4 or No.5) was in work state when the head of sheet strip

left from the move finished with machine 2 from Fig.1. As of now, the upper strain roller (No. 1 or No. 2)

pressed, the coiler roller included with the coiler.

_____________________

Corresponding author, Mudit Sharma, E-mail: [email protected]

31



Under the controlling of roller wrinkle change affiliation, the roller wrinkle, among upper and base

weight roller, right hand roller and coiler, was kept fitting with the thickness of sheet strip. Right when

hot sheet strip came in the twisting machine, with the assistance of guide plate, and the change lead under

the strain roller, the encased course molded between the strain roller and coiler, sheet strip was proceeded

onward the coiler effectively. After founded a particular layer, the augmentation of coiler would achieve

all the more immovably between the layers of sheet strip. In the meantime, it moreover could influence

sheet to strip to develop a steady weight between the coiler and finish the way toward moving production

line. Directly the upper weight roller would be loosed, and the move roller was also opened absolutely,

the sheet strip went into the normal twisted state.

Fig. 1 Schematic diagram of coiler

As of now, the upper strain roller (N01 or No2) pressed, the coiler roller included with the coiler.

Under the controlling of roller wrinkle change affiliation, the roller wrinkle, among upper and base

weight roller, right hand roller and coiler, was kept fitting with the thickness of sheet strip. Right when

hot sheet strip came in the twisting machine, with the assistance of guide plate, and the change lead under

the strain roller, the encased course molded between the strain roller and coiler, sheet strip was proceeded

onward the coiler effectively. After founded a particular layer, the augmentation of coiler would achieve

all the more immovably between the layers of sheet strip. In the meantime, it moreover could influence

sheet to strip to develop a steady weight between the coiler and finish the way toward moving production

line. Directly the upper weight roller would be loosed, and the move roller was also opened absolutely,

the sheet strip went into the normal twisted state.

At the point when the sheet strip tail left the get done with moving mill, the coiler was in a condition

of curling. At the present time, the move procedure and coiler upheld off in the meantime, the move

rollers incline toward to press the outer sheet strip. Right when the sheet strip was secluded from the end

move finished with mil, the strain roller was pressed immovably and the transmission generator was in

deliver control state. Thusly, the sheet strip would yield strain drive between strain roller and coiler,

which would keep up a vital separation from the injury material to sideslip or the outer layer to free.

Exactly when sheet strip was exhausted, the associate roller was opened and the discharging handcar was

raised to hold sheet circles. After the coiler gotten, the sheet strip was moved away.

3. Simulation model of coiler extension

Examining the circling method of coiler for hot moving sheet strip, we could understand that twisted

steel didn't get the outside associated stack along width heading, and the traverse of width on each layer

was essentially more noteworthy than the degree of thickness, so the improvement strategy of coiler was

seen as plane strain issue. The paper picked four-center point center points quadrilateral units, and the

model of FEM was showed up as Fig. 2.

32



Fig.2 The finite element model of coiler extension

The coiler s deformation was smaller than sheet strips during the period of sheet strip coiled, so the

coiler was regarded as rigid body.

4. Analysis of simulation results

4.1 Definition of boundary condition

The development of sheet strip head depends on the weight and erosion amongst coiler and sheet strip

to control. The settled removal restriction was applied on the sheet strip tail when reenactment was

investigated. Before the coiler extended, its distance across was expanded from 745mm into 762mm. The

development of coiler was viewed as even process. The coiler was around communicated as four booklets

in limited component display. The required significant parameters amid the Reproduction of sheet strip

development of coiler were appeared as:

I1 = 745 mm, I2 = 762 mm, P1 = 0.35, P2 = 0.225, T = 550 f 20, B =1550 mm, H = 5 mm, E =175Gpa.

Where, I1 was the base width of coiler,

I2 was the ordinary distance across after extension of coiler, P1 was Friction factor between coilers,

P2 was grinding factor amongst coiler and coiler, T was the temperature of sheet strip, B was the width of

sheet strip, H was the thickness of sheet strip, E was versatile module of sheet strip. The material of sheet

strip was 45, while the state of metal versatile plastic might be judged by Von Mises criterion[5].

4.2 Analysis of results

With a specific end goal to decide minimal layer of sheet strip amid coiler development, the measure

was judging by the hub uprooting size of sheet strip inward layer. In the event that the hub removal

33



estimation of sheet strip inner layer, particularly one of its head was more noteworthy, we could consider

that the sheet strip would not be snaked steadily, and if the uprooting esteem was littler, we could surmise

that the loop opening would not happen in the development time frame. As of now, the sheet strip would

be circled consistently among coiler and finish the way toward moving machines. Fig. 3 was the center

point migration of sheet strip inward layer along coiler surface when sheet strip was twisted to 2-5 layers

autonomously.

(a) (b)

Fig.3: The node displacement curve between displacement/mm and angle/c of sheet strips interior layer

Investigating the Fig.3 we could realize that: when the circle of sheet strip curled was 2 or 3 layers, its

head had the fairly bigger dislodging, and when the circle was 4 or 5, its relocation was about a steady

esteem. As of now, we could regard that when the coiler extended the loop opening would not happen and

it could set up the stable winding procedure. Considering different variables, for example, the vacillation

of temperature and ductile power, the rubbing between sheet strips, it was viable and solid to extend when

sheet strip wound to 5 layers.

5. Conclusions

A numerical simulation amid expansion for hot rolling strip procedure has been proposed in this study.

i) The generation model of sheet strip improvement was worked in this paper by using the

nonlinear FEM procedure. The expansion of coiler would happen when the sheet strip wrapped to

the fifth layer. The sheet strip could develop the stable moldable urge between total the way

toward rolling and winding machine.

ii) It is basic on sharpening terms to increase the creation furthest reaches of sheet strip circling and

lessen the wear of the move roller and improve the surface precision of sheet strip head region by

certifying insignificant layers in the midst of coiler advancement.

References Fedorciuc, C. O, Farrugia, D.C.J. (2008), ‘‘Investigations into roll thermal fatigue in hot rolling’’, International

Journal of Materials, pp. 363–366.

Giorleo, L., Giardini, C., Cretti, E. (2013), “Validation of hot ring rolling industrial process 3-D Simulation”,

International Journal of Materials, pp.145-152.

34



Serajzadeh, S. (2008), “Effects of rolling parameters on work-roll temperature distribution in the hot rolling of steels”

Int J Adv Manuf Technol, pp. 859-866.

Jingna, S., Fengshan, D., Xuetong, L., “FEM Simulation of the Roll Deformation of Six-high CVC Mill in Cold

Strip Rolling’’, International Workshop on Modeling, Simulation and Optimization, 2008, pp. 412-415.

Xianzhang, F., Cheng, J., Liu, C., Li, J. and Cui, Y. (2009), “Simulation of mechanics properties in rolling process

for H-beam”, International Joint Conference on Artificial Intelligence, pp.719-722.

Saini, M., Arora, N., Pandey, C., Mehdi, H. (2014), “Mechanical properties of bimetallic weld joint between SA 516

Grade 65 carbon steel and SS 304 L for steam generator application”, International Journal of Research in

Engineering and Technology, Volume 3, Issue 7, pp. 39-42.

Saini, M., Arora, N., Pandey, C., Mehdi, H. (2014), “Preliminary studies on thermal cycling of reactor pressure

vessel steel”, International Journal of Mechanical Engineering, Volume 4, Issue 2, 51-58.

Sun, Y., Shao, X. and Chen, Z. (2011), “Co-simulation analysis of vertical roller mill device based on Pro/E,

ADAMS & ANSYS’’, International Conference on Electronics, Communications and Control, pp. 3621-3625.

Li, C., Guangbing, Han Z.X. (2011), “Finite element analysis of hot-rolled seamless pipe rolling process elastic-

plastic deformation”, Proceedings of International Conference on Electronic & Mechanical Engineering and

Information Technology, pp. 557-560.

35





Development of an Air-Compressing Device using Vehicle Suspension System

NIizam Ali*1

1Department of Mechanical Engineering

BSA College of Engineering and Technology Mathura (UP) India

Abstract. This Project includes how the compressed air is produced by using vehicle suspension. We know

Pneumatic energy is the readily available and low cost energy. Now-a-days Nonconventional energy system is

very essential to the world. So here we are focusing on pneumatic type of energy for this project. In this project

compressed air can be produced with the help of vehicle suspension system. Then this compressed air is used

to operate the vehicle. Compressed air production using suspension system does not require any fuel for its

motion. This air operated vehicles are the new innovative concept to run vehicle by using the compressed air.

So, in this project we are making one type of device that is used for producing compressed air for different

purposes by using vehicle suspension. The compressed air maybe used for running the vehicle and for air

conditioning purposes. Here we start with an introduction to pneumatic; it’s various applications and units and

briefly explains a few devices capable of utilizing air effectively and their relative merits. The pneumatic

operated vehicle is very useful to save the conventional type of fuel and after few years these things will play a

very important role.

Keywords: compressor, suspension, air production, vehicle

1. Introduction

Compressed air is a gas, or a combination of gases, that has been put under greater pressure than the

air in the general environment. Current applications using compressed air are numerous and diverse,

including jackhammers, tire pumps, air rifles, and aerosol cheese. According to proponents, compressed

air also has a great deal of potential as a clean, inexpensive, and infinitely renewable energy source. Its

use is currently being explored as an alternative to fossil fuels. Pneumatic energy is the readily available

and low cost energy. On-conventional energy system is very essential at this time to the world. So, in this

project compressed air was produced with the help of vehicle suspension. Then this compressed air issued

to operate the vehicle. Compressed air production using vehicle suspension does not require any input

power to produce compressed air.

2. Air properties Air is one of the three states of matter. It has characteristics similar to those of liquids in that it has no

definite shape but conforms to the shape of its container and readily transmits pressure. Gases differ from

_____________________

Corresponding author, Nizam Ali, E-mail: [email protected]

36



liquids in that they have no definite volume. That is, regardless of the size or shape of the containing

vessel, a gas will completely fill it. Gases are highly compressible, while liquids are only slightly so. Also,

gases are lighter than equal number of liquids, making gases less dense than liquids. Air is a mechanical

mixture of gases containing by volume, approximately 78 % of nitrogen and 21 % of oxygen, and about

1 % of other gases, including argon and carbon dioxide. The properties of air are given as shown in Table

1. Water is the most important remaining ingredient as far as pneumatics is concerned.

Table 1 Properties of Air

In pneumatics, the existence of the following two conditions of atmospheric air is well accepted.

i) Free air: Air at the atmospheric condition at the point where the compressor is located is defined as

free air. Free air will vary with atmospheric conditions like altitude, pressure and temperature.

ii) Standard air: It is also called normal air. It is defined as the air at sea level conditions (1.01324 bar as

per ISO –R554 and 20 and Relative humidity of 36%). The condition of normal atmosphere is used as

a basis for getting average values for compressor delivery volumes, efficiencies and operating

characteristics

3. Compressed air

Compressed air is air kept under a pressure that is greater than atmospheric pressure. It serves many

domestic and industrial purposes. Compressed air is a gas, or a combination of gases, that has been put

under greater pressure than the air in the general environment.

3.1 Compressibility factor The compressibility factor (Z), also known as the compression factor or the gas deviation factor, is a

correction factor which describes the deviation of a real gas from ideal gas behavior. It is simply defined

as the ratio of the molar volume of a gas to the molar volume of an ideal gas at the same temperature and

pressure. It is a useful thermodynamic property for modifying the ideal gas law to account for the real gas

behavior. In general, deviation from ideal behavior becomes more significant the closer a gas is to a phase

change, the lower the temperature or the larger the pressure. Compressibility factor values are usually

obtained by calculation from equations of state (EOS), such as the viral equation which take compound-

specific empirical constants as input. For a gas that is a mixture of two or more pure gases (air or natural

gas, for example), the gas composition must be known before compressibility can be calculated

3.2 Generalized compressibility factor graphs for pure gases

The unique relationship between the compressibility factor and the reduced temperature, Tr, and the

reduced pressure, Pr, was first recognized by Johannes Diderik van der Waals in 1873 and is known as the

two-parameter principle of corresponding states. The principle of corresponding states expresses the

generalization that the properties of a gas which are dependent on intermolecular forces are related to the

critical properties of the gas in a universal way. That provides a most important basis for developing

correlations of molecular properties. As for the compressibility of gases, the principle of corresponding

Property Value

Molecular weight 28.96 kg/kmol

Density of air at 15 and 1 bar 1.21 kg/m3

Boiling point at 1 bar 191 to -194

Freezing point at 1 bar -212 to -216

Gas constant 286.9 J/kg K

37



states indicates that any pure gas at the same reduced temperature, Tr, and reduced pressure, Pr, should

have the same compressibility factor. The reduced temperature and pressure are defined by

Tr= T/Tc and Pr= P/Pc

Here Tc and Pc are known as the critical temperature and critical pressure of a gas. They are

characteristics of each specific gas with Tcbeing the temperature above which it is not possible to liquefy

a given gas and Pc is the minimum pressure required to liquefy a given gas at its critical temperature.

Fig. 1 Generalized compressibility factor diagram

4. Types of compressors

The main types of gas compressors are illustrated and discussed below:

Fig. 2 Types of compressors

5. Suspension system Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects

a vehicle to its wheels and allows relative motion between the two. Suspension systems must support both

https://en.wikipedia.org/wiki/Spring_(device)

https://en.wikipedia.org/wiki/Shock_absorber

https://en.wikipedia.org/wiki/Linkage_(mechanical)

https://en.wikipedia.org/wiki/Vehicle

https://en.wikipedia.org/wiki/Wheel

https://en.wikipedia.org/wiki/File:Gas-compressors-types-yed.png

38



road holding/handling and ride quality, which are at odds with each other. The tuning of suspensions

involves finding the right compromise. It is important for the suspension to keep the road wheel in contact

with the road surface as much as possible, because all the road or ground forces acting on the vehicle do

so through the contact patches of the tires. The suspension also protects the vehicle itself and any cargo or

luggage from damage and wear. The design of front and rear suspension of a car may be different.

6. Compressed air production using suspension Generally compressed air is produced using different types of air compressors, which consumes lot of

electric energy and is noisy. In this paper, an innovative idea is put forth for production of compressed air

using movement of vehicle suspension as shown in Fig. 3 which normal is wasted. The conversion of the

force energy into the compressed air is carried out by the mechanism which consists of the vehicle

suspension system, hydraulic cylinder, Non-return valve, air compressor and air receiver. We are

collecting air in the cylinder and store this energy into the tank by simply driving the vehicle. This method

is non-conventional as no fuel input is required and is least polluting.

Fig.3 Compressed air production using vehicle suspension

7. Working principle

When the vehicle runs on the irregular roads then the wheel goes to up and down motion. The

cylinder arrangement is attached on the wheel axle. This motion is used to suck the air from the

atmosphere. Thus, the piston inside the cylinder creates the internal pressure which results in storage of

air to the tank at certain pressure. This pressurized air is saved inside the tank. The outlet of tank consists

of four valves which are used to supply the air to other pneumatic applications. Here the non-return valve

is used to avoid the reversing of air flow to the atmosphere.

8. Conceptualization

The input force i.e. the weight of un-sprung mass of vehicle is given with help of lever arrangement.

That force is transfer to cylinder-1 with the help of piston cylinder arrangement. Cylinder-1 is partially

filled with hydraulic fluid. Input force is transmitted from cylinder-1 to cylinder-2 by hydraulic fluid.

https://en.wikipedia.org/wiki/Automobile_handling

https://en.wikipedia.org/wiki/Ride_quality

https://en.wikipedia.org/wiki/Tire

https://en.wikipedia.org/wiki/Rear_suspension

39



Cylinder-2 is partially pneumatic & partially hydraulic. In cylinder-2 air is sucked from atmosphere,

where it gets compressed during extension stroke of cylinder-2. That compressed air can be stored in Air

Receiver. Two NRV’s are used at the inlet & exhaust of Air. For force transmission from cylinder-1 to

cylinder-2, the hydraulic lines are selected.

Advantages i) Damping of vibration

ii) Less wear& tear

iii) Multiplication of force can be possible

Disadvantages i) Leakage problem.

ii) Expensive. Since, the advantages suppress the disadvantages in our case, we select hydraulic lines

over mechanical arrangement.

9. Conclusions At the outset of the project, the system was chosen as the most suitable conceptual design for

satisfying the problem statement. Consequently, the main objective module was to develop a mechanism

for compressed air production using vehicle suspension. The module was concluded successfully and the

result was a suitable design satisfying the earlier demands. The mechanism was developed on the basis of

the Rule of Thumb and ease of manufacturing, availability of components at short lead times. This

innovation can be more desirable and economical with certain improvements.. Thus, the project was

concluded to be successful and beneficial for the overall development of both the society and the students.

References Alleyne, A., Hedrick, J. K. (1995), “Non-linear Adaptive Control of Active Suspensions”, IEEE Trans. Control Syst.

Technol., Volume 3, Issue 1, pp. 94–101.

Ben Gaid, M., Cela, A., Kocik, R., “Distributed control of a car suspension system”, COSI - ESIEE - Cit´e

Descartes.

Zadeh, L. A. (1965), “Fuzzy sets, Information and Control”, Volume 8, pp. 338–353.

Thompson A.G. (1970), "Design of active suspensions", Proc. Instn. Mech. Engrs., Volume 18, pp. 553–563.

Karnopp. D. (1986), “Theoretical limitations in active suspension”, Vehicle system Dynamics, Volume 15, pp. 41–54

Hedrick J.K. and Bustsuen T. (1990), "Invariant properties of automotive suspensions", Journal of automobile

engineering, Volume 204, pp. 21–27.

Wilson, D.A., Sharp, R.S., and Hassan (1986), “Application of linear optimal control theory to design of active

automotive suspensions” Vehicle System Dynamics, Volume 15, pp. 103-118.

40





Fins Material Optimization of CNG Fuelled SI Engine by CFD Analysis

Vikky Ghatewar*1

, Pravin Nitnaware2a

1,2Department of Mechanical Engineering, D. Y. Patil College of Engineering,

Akurdi, Pune (MS) India

Abstract. Depletion of ozone layer and increase in global warming due to petroleum product is the need to

switch for alternative fuels. Today all major automobile industries are in way to launch their CNG bikes. In

this research 125cc CNG fuelled SI engine is optimized for different fins material using CFD analysis. Model

of engine cylinder block is design in CATIA V5. Two different materials of fin one of aluminium alloy 6061

and other of cast iron is analyzed in ANSYS 15.0 fluent Software. It is observed that aluminium alloy 6061 has

more heat loss than that of cast iron. All the trials are performed at 450 oC cylinder temperature. Heat flux is

calculated using ANSYS Fluent software at different climatic condition for vehicle speed of 15 km/hr.

Keywords: CFD; CNG; heat flux; fins; heat transfer; SI engine

1. Introduction Fins are the extended surfaces provided on engines for enhancing rate of heat transfer. In IC engine

due to combustion inside the cylinder high heat is generated. Due to this high heat there is knocking,

melting of lubrication and Sezure of parts of engine takes place so to avoid this fins are provided on outer

surface of cylinder to dissipate the heat. Due to combustion inside cylinder heat generated not 100% heat

utilize to increase power of engine some heat is absorbed by piston and cylinder. The heating of engine

parts is not desired as it will damage the engine parts and burn the lubricants. So, cooling must be done

This research is carried out for optimizing material for fins of CNG engine two wheeler bike. As we

know that auto ignition temperature of CNG gas 450 [10] so combustion inside the CNG engine is

take place at 450 so high temperature generated inside cylinder but in case of petrol engine

combustion takes place at 150 because auto ignition temperature of petrol is 150 . High heat is

generated inside CNG engine as compare to petrol engine. In this project we did analysis of this CNG

engine fins at this high temperature of 450 in combustion chamber to find heat flux heat transfer

coefficient, temperature distribution for aluminium alloy and cast iron fins.

In this project we are not manufacturing any engine. Engine which we are analyze are available in the

market. We are doing analysis of these fins at high temperature of 723K and at velocity of wind 15km/hr

to find how much heat transfer coefficient, heat flux dissipation and temperature distribution over surface

of fins.

_____________________

Corresponding author, Vikky P. Ghatewar, E-mail: [email protected]

a PhD

41



In this project we are not manufacturing any engine. Engine which we are analyze are available in the

market. We are doing analysis of these fins at high temperature of 723K and at velocity of wind 15km/hr

to find how much heat transfer coefficient, heat flux dissipation and temperature distribution over surface

of fins. Normally in two-wheeler engine fins are made of Aluminum alloy which is having good thermal

conductivity and heat transfer rate as compare to cast iron. But in this case cost of aluminium alloy is

seven times higher than that of cast iron. So it is necessary to do analysis of cast iron to find how much is

the value of heat flux and heat transfer coefficient as compare to Aluminium alloy for CNG engine. The

purpose of this research paper is to provide CFD analysis of CNG engine fins to automobile industry

1.1 Problem statement

Many researchers had done CFD analysis of four stroke engines with petrol as fuel but no one did

CFD analysis of Fins of four stroke SI engine of two-wheeler with CNG as fuel. There is no specific

research work for two wheeler four stroke SI engine fins which are made up of Aluminium alloy and Cast

iron for CNG operation and many automobile industry is on way to launch there CNG bike so this

research work is important for them. In this project we are using rectangular fins made up different

material like cast iron and Aluminium alloy. We can find how much heat flux, heat transfer coefficient by

use CFD analysis for Engine cylinder with cast iron fins and Engine cylinder with Aluminium alloy fins.

1.2 Objective The objectives of this project is to compare Heat Flux from fins made up of aluminum alloy and cast

iron of CNG motorcycle engine and to analyze CNG fuel Effect on different fin material. To find rate of

heat flux and heat transfer coefficient for Al Alloy Fins and Cast Iron Fins at wind velocity of 15Km/hr

and at ambient temperatures of 289K, 300K and 313K for CNG Engine of two wheeler for material

optimization

2. Literature review Syed Kaleemuddin and G. Amba Prasad Rao(2009), he study of experimental investigations carried

and up gradation of 395 cc air cooled engine to dual fuel (CNG/Gasoline) application. The original 395 cc

direct injection naturally aspirated, air cooled diesel engine was first converted to run on Gasoline by

addition of electronic ignition system and reduction in compression ratio to suit both gasoline and CNG

application. CFX software has been employed to calculate and improve the cooling capacity of engine

with the use of CNG. Materials of major engine components were reviewed to suit CNG application. The

engine was subsequently tuned with dual multi-mapped ignition timing for bi-fuel stoichiometric

operation on engine dynamometer and then fitted on a 3-Wheeler vehicle. The vehicle was optimized on a

chassis dynamometer to meet the proposed Bharat Stage-III norms

K. Sathishkumar et. al.(2017), In this project heat transfer rate is found for different notches of fins

by using ANSYS Fluent Software. Design 100cc Automobile engine fins done in Creo 2.0 with different

notches. The material is used for fins is Aluminium. CFD Analysis of Fins with Holes, Fins with

Rectangular Notches and Fins with V – Shaped Notches are done in this project to find heat, velocity

contour and temperature distribution at constant velocity and climatic condition. By experimentation heat

transfer rate is found.

The author compares CFD result with experimental result. The result shows that Fin with rectangular

notch having highest heat transfer rate than that of Fin with V- shaped notch and fin with hole. Finally it is

concluded that the fin with rectangular notch is having best efficiency amoungall notches.

42



Ramjee and K. Vijaya Kumar Reddy (2011), Experimental investigations carried out on a single

cylinder, four stroke, air cooled, Bajaj-Kawasaki petrol engine in the current study to evaluate the

performance parameters and Emissions characteristics. In the present work, individual engine tests have

been carried out in steady state and at full load condition for both fuels.

Therefore, engine operation with CNG has been compared with petrol fuelled and the key

observations made are: For all range of speeds, the volumetric efficiency is reduced and varies between

10-1 4%; Except thermal efficiency. The other performance parameters viz BMEP, Torque, Power and

BSFC are decreased for CNG fuelled engine compared to petrol fuelled engine; Except NOx the other

emission characteristics such as CO, CO2, and HC are decreased.

PulkitAgrawalet. al.(2011), CFD Analysis performed on two wheeler engine to develop relation

between velocity of vehicle and heat transfer co efficient. They take different climatic condition with

constant velocity of vehicle to find relation. They model engine cylinder in GAMBIT software and

ANSYS Fluent software used by them for CFD analysis. They found that decrease in climate temperature

affect performance of engine.

I. Satyanarayanaet. al.(2016), In this project CFD analysis of cylinder head of petrol engine is done.

The heat transfer rate and efficiency is obtained for Different material , shape and thickness fins by CFD

analysis. CFD analysis of Rectangular and triangular shape fin with different material like Aluminium

1060 alloy, aluminium 6061 alloy and magnesium alloy.

For Analysis ANSYS Fluent software is used here. Design of fins are done in solidwork. For CFD

analysis air tempreture and velocity is kept constant for all cases. From this paper it is concluded that heat

transfer rate and fin effectiveness is higher for rectangular fin as compare to the triangular fin. Fin

material of Aluminium 6061 having better heat transfer rate as compare to Aluminium 1060 alloy fin and

Magnisium alloy fin.

Hardik D. Rathod et al (2013) , This paper found that The fin geometry and cross sectional area

affects the heat transfer co efficient. In High speed vehicles thicker fins provide better efficiency.

Increased fin thickness resulted in swirls being created which helped in increasing the heat transfer. Large

number of fins with less thickness can be preferred in high speed vehicles than thick fins with less

numbers as it helps inducing greater turbulence and hence higher heat transfer. Heat transfer coefficient

can be increased by increasing the surrounding fluid velocity by forced convection.

Heat transfer dependence on different stream velocities. But overcooling also leads to higher

consumption of fuel. So it is necessary to maintain fluid velocities around the fins Heat transfer co-

efficient depends upon the space, time, flow conditions and fluid properties. If there are changes in

environmental conditions, there are changes in heat transfer co-efficient and efficiency also. The

temperature and heat transfer coefficient values from fin base to tip are not uniform which shows the

major advantage of CFD for analysis of heat transfer.

3. Modelling and design

Engine cylinder with rectangular fins is modelled in CATIA V5 software having stroke volume of

125cc. Piston cylinder consist of two parts one part is sleeve or liner and other part is Aluminium alloy

fins block mounted over sleeve

ANSYS FLUENT 15.0 software is used for pre processing. Computation domain generated contains a

fine mesh. Cut cell meshing is used here to generate the mesh. The computational domain consists of a

rectangular volume of large dimensions containing the finned cylinder at its centre. It was focused on the

fins and appropriate boundary conditions were applied at the domain ends to maintain continuity. The

domain was made longer after the cylinder to allow for wake formation.

A fine mesh has been created near the fins to resolve the thermal boundary layer which is surrounded

by a coarse external mesh for better results, fast solution and accurate temperature distribution.

43



Fig. 1 Three-dimensional model of piston Fig. 2 Engine block fluid enclosure

cylinder with rectangular fin of two wheeler engine

Fig. 3 Engine block after meshing Fig. 4 Top view engine block with fluid after meshing

3.1 Mathematical model The solver ANSYS CFD post software we are using for analysis is works on Finite Volume

Method(FVM) and Standard Navier Stroke Equation for fluid low is solved in three dimension to obtain

value of velocity and pressure at node point. Below mention mass momentum conservation equation

along with continuity equation is used in CFD to solve fluid flow.

𝜕(𝜌𝑣)

𝜕(𝑡)+ 𝑣∇. (𝜌𝑣) = ∇𝑃 + ∇. 𝜏 + 𝐹 + 𝜌𝑔 … (1)

For modelling Heat transfer, energy equation is solved in following form.

𝜕(𝜌𝐸)

𝜕𝑡+ ∇. (𝑣(𝜌𝐸 + 𝑝) = ∇. (𝑘𝑒𝑓𝑓∇𝑇 − ∑𝑗ℎ𝑗𝐽𝑗 + (𝜏. 𝑣) + 𝑆ℎ … (2)

Above equation is used to solve for temperature at different point in fluid region. The three

dimensional equation is solved as scalar transport equation to calculate temperature at fin surface and

cylinder surface for which above equation is reduced to,

∇2𝑇 +𝑞

𝑘= 1 𝛼⁄

𝜕𝑇

𝜕𝑡 … (3)

In this case, q=0 there is no internal heat generation in cylinder wall. Also 𝜕𝑇

𝜕𝑡= 0 Owing to steady state

assumption.

44



3.2 Problem set up in fluent

ANSYS Fluent software is used here for analysis. In this project we are taking six cases. We analyze

piston cylinder having aluminium alloy fins at different ambient temperatures of 289 K, 300 K and 313 K

at wind speed of 15 Km/hr and Piston cylinder with cast iron fins with same boundary condition as

aluminium alloy 6061 fins block. In this piston cylinder there is sleeve which is made up of cast iron. On

outer surface of sleeve there is rectangular block of aluminium alloy 6061 fins is present as shown in

figure. For analysis boundary condition we have to give inlet velocity, outlet pressure, Air temperature

and inner temperature of sleeve. Turbulence model is used here is standard k-𝜀 model with standard wall

function for CFD analysis of aluminium block and cast iron block. Discretization technique for

momentum, kinetic energy and turbulent dissipation rate is second order upwind scheme and coupled

scheme used for pressure-velocity for CFD analysis of aluminium block and cast iron block.

Table 1 Boundary Conditions for First case Table 2 Properties of Aluminium

S.N. Properties Values

1 Inlet Velocity 15Km/hr

2 Outlet Pressure 101.325Kpa

3 Air Temperature 289 K

4 Sleeve Inner Wall

Temperature 723 K

Table 3 Engine Cylinder specification

Fin Material Al. alloy 6061

No. of Cylinder 1

Engine Type 4-Stroke

Fin Pitch 10mm

Fin Thickness 3mm

Engine Displacement 125cc

Bore Diameter 50cm

Power 11Ps

Speed 5500RPM

Sleeve material Cast Iron

Table 4 Properties of Cast Iron


1 Density 6900 Kg/m3

2 Specific heat (𝑐𝑝) 460 J/Kg K

3 Thermal conductivity 47.8W/mK


1 Density 2700Kg/m3

2 Specific heat ( 𝑐𝑝) 900J/KgK

3 Thermal conductivity 200W/mK

45



4. Results and discussion 4.1 Flow contour over fins Flow pattern over fin surface is shown in Fig. 5. Flow separation occurs at fin surface resulting in

wake formation in leeward direction so there is increase in velocity of air after flow separation shown in

yellow shade.

Fig. 5 Velocity vector plot over fin at air velocity 15 km/hr

4.2 Temperature distribution over fins

Fig. 6 Contour plot of temp. for Al Fig. 7 Contour plot of temp. Fig. 8 Contour plot of temp. for Al

alloy 6061 at temp. 289 K for Al alloy 6061 at temp.300 K alloy 6061 at temp. 313 K

Fig. 9 Contour plot of temp. for Fig. 10 Contour plot of temp. for Fig. 11 Contour plot of temp. for

cast iron fins at vel. 15 km/hr cast iron at vel. 15 km/hr and temp. cast iron at vel. 15km/hr and

and temp. 289 K 300 K temp. 313 K

46



It is observed from fig. 6, fig. 7 and fig. 8 that more heat transfer takes place through Al. Alloy fins

and Cast Iron fins at temp. of 300K as compare to 289 K and 313 K for two wheeler CNG engine. From

the above simulation result it is found that Al. Alloy 6061 has more heat transfer than that of Cast Iron

fins.

4.3 Heat loss from fins

Fig. 12 Contour plot of temp. of Fig. 13 Contour plot of temp. Al. alloy Fig. 14 Contour plot of temp. of Al.

Al. alloy at vel. 15 km/hr at vel. 15 km/hr and alloy at vel. 15 km/hr and

temp. 313 K temp. 300 K temp. 289 K

Fig. 15 Contour plot of heat flux Fig. 16 Contour plot of heat flux Fig. 17 Contour plot of heat

for cast Iron at vel. 15 km/hr and for cast Iron at vel. 15 km/hr and flux for cast iron at Vel.

temp 289 K temp. 300 K 15 km/hr and temp. 313 K

Figures 12 to 17 shows the variation heat fluxes over fin surface. Front surface showing less heat flux

as compare to side surface due to flow separation sudden increase in velocity of wind due to this more

heat loss takes place from side fins. It is found that max heat flux is at temperature at 300 K and minimum

heat flux at temperature of 313 K because as there is increase in ambient temperature, temperature

difference between fins surface and atmosphere is decreases so less heat dissipation takes place from fins.

But at lower temperature of 289 K engine dissipate very less heat as compare to normal temperature of

300k due to high temperature difference between atmosphere and fin surface at operating condition.

Table 5 shows heat flux values for different climatic condition for Al. alloy and cast iron fins at

velocity of air 15 km/hr and Engine cylinder temperature of 723 K.

47



Table 5 Heat flux difference between two materials at varying climatic condition

Parameter Climate

temperature Material Min. Avg. Max.

Heat

Flux(W/m2)

16

Al. alloy

82.923256 W/m2 13522.851 W/m

2 92872.391 W/m

2

27 359.073 W/m2 22081.88 W/m

2 107499.07 W/m

2

40 111.68717 W/m2 12432.767 W/m

2 87906.734 W/m

2

16

Cast iron

1236.4249 W/m2 10486.062 W/m

2 75288.648 W/m

2

27 517.08 W/m2 18154.312 W/m

2 78141.992 W/m

2

40 1055.6843 W/m2 10106.984 W/m

2 71069.555 W/m

2

Fig.18 Comparison of heat flux at varying climatic condition for aluminium alloy and cast iron fins

5. Conclusions Following conclusion is made from above work

i) Steady state CFD analysis is performed on 125 cc cylinder with rectangular fins for two

material aluminium alloy 6061 fins cylinder and cast iron fins cylinder.

ii) By CFD analysis, temperature distribution, heat transfer coefficient and heat flux at wind

velocity of 15 km/hr and ambient temperature of 16 , 27 and 40 are found for Al alloy

6061 and cast iron fins for engine cylinder having CNG as fuel.

iii) It is found that 27 is best temperature for cooling of engine as compare to 16 and 40 . More heat lost takes place at temperature of 16 .

iv) High climate temperature 40 and low climate temperature 16 is not good for cooling of

CNG Engine

v) By experimentation, temperature distribution over fin surface, Heat transfer coefficient, heat

flux are calculated for Al Alloy 6061 and Cast iron at wind velocity of 15 km/hr, Ambient

temperature of16 , 27 and 40 for inner surface temperature of cylinder is 450 . vi) CFD result of temperature distribution over fin surface, Heat transfer coefficient, heat flux with

experimental result are found to be nearly same.

vii) By supplying air with velocity of 15 km/hr over fins when it’s inner surface cylinder

temperature is 450 the measured temperature on front surface of fins during experiment is

nearly same as Temperature obtained by CFD analysis.

viii) By this Research paper we compare CNG engine fins of aluminium alloy 6061 and cast iron. It

48



is found that aluminium Alloy 6061 fin cylinder dissipate nearly 20% more heat flux than cast

iron cylinder for CNG fuel engine at 27 . Hence Heat loss found by material optimization.

References Kaleemuddin, S., Amba Prasad, G. (2009) “Development of dual fuel single cylinder natural gas engine an analysis

and experimental investigation for performance and emission”, American Journal of Applied Sciences, Volume 6,

Issue 5, pp. 929-936.

Ramjee, E., Reddy, K. (2011), “Performance analysis of a four stroke SI engine using CNG as an alternative fuel”,

Indian Journal of Science and Technology, Volume 4, Issue 7, ISSN: 0974-6846, pp 801-804.

Agarwal, P., Shrikhande, M., Srinivasan, P. (2011), “Heat Transfer Simulation by CFD from Fins of an Air Cooled

Motorcycle Engine under Varying Climatic Conditions”, Proceedings of the World Congress on Engineering

2011, Volume III, WCE, London, U.K.

Magarajan, U., Thundilkaruppa, R., Elango (2012), “Numerical study on heat transfer of internal combustion engine

cooling by extended fins using CFD”, Research Journal of Recent Sciences, Volume 1, Issue 6, pp. 32-38.

Chandrakant, S.S., et al. (2013), “Numerical and experimental analysis of heat transfer through various types of fin

profiles by forced convection”, International Journal of Engineering Research & Technology (IJERT), Volume 2,

Issue 7.

Rathod, H.D., Modi, A.J., Rathod, P.P. (2013), “Effect of different variables on heat transfer rate of four-stroke SI

engine fins: Review Study”, International Journal of Mechanical Engineering And Technology, Volume 4, Issue 2 ,

pp. 328-333.

Satyanarayana, I., Pranay, G. (2016), “Design and analysis of rectangular and triangular fins using CFD”,

International Journal of Scientific Engineering and Technology Research, Volume 5, Issue 31, pp. 6554-6564.

Sathishkumar, K., Vignesh, K., Ugesh, N., Sanjeevaprasath, P.B., Balamurugan, S. (2017), “Computational Analysis

of Heat Transfer through Fins with Different Types of Notches”, International Journal of Advanced Engineering

Research and Science (IJAERS), Volume 4, Issue 2, ISSN: 2349-6495, pp 175-184.

49




© Copyright JMAR: http://jmar.shardagroup.org/

Performance of Twin Cylinder Diesel Engine using Blending of Diesel with Sunflower Oil

Piyush Maherndru*1, Rajeev Haritish2, Naveen Kumar3, Shivam Jadon4, Pulkit Arora5, Nav Rattan6

1,2,3,4,5,6

Department of Mechanical Engineering, Manav Rachna University, Faridabad (HR) India

Abstract. A new bio-fuels generation is being studied, but the use of the ones already available should be

increased. In this study, the combustion characteristics and emissions of compression ignition diesel engine

were measured using a bio-diesel as an alternative fuel. The waste oil (cooking oil) used in this experimental

investigation at different loads & speed. The use of sunflower oil could represent interesting alternative fuels

for Diesel engines in some specific applications (i.e., public transportation, hybrid or marine propulsion,

etc.).Bio-diesel is a renewable fuel derived from vegetable oil used in diesel engine with some proportion with

diesel or pure. The objective of this study is to compare the performance of a 4 stroke twin cylinder diesel

engine using blending of diesel with olive oil. The following parameters are analyzed Efficiency, Specific fuel

consumption, volumetric efficiency, Analysis of performance of diesel engine with B20 (20% Sunflower oil &

80% Diesel), B30 (30% Sunflower Oil & 70% Diesel, B40 (40% Sunflower Oil & 60% Diesel) are being

analyzed.

Keywords: twin cylinder; sunflower oil; blending of diesel,

1. Introduction Vijay Sisarwal [1] conducted experiment on a single cylinder, four stroke, direct injection, and

naturally aspirated compression ignition engine to evaluate effect of straight vegetable oil fuel on engine

performance parameters and concluded that the brake thermal efficiency with vegetable oil blends is

higher than straight vegetable oil due to better combustion characteristics and the brake specific energy

consumption with blends is lower as compared to SVO on account of better atomize-blends resulted in

lower BSEC. Hence SVO is good option for the substitute of fuel on the diesel engine.K. Velmurugan [2]

conducted experiment on single-cylinder, water-cooled, naturally aspirated direct injection diesel engine

of 5.9 KW rated power coupled with an eddy current dynamometer to evaluate impact of antioxidants on

NOx emissions from a mango seed biodiesel powered DI diesel engine and concluded that the

antioxidants and biodiesel mixtures reduced the nitrogen oxides. Among the antioxidants tested, the

phenolic derived additive Pyridoxine Hydro Chloride (PHC) delivered highest reducing activity of NO

emissions compared to the DEA and TBHQ antioxidant additives. K. Vijayaraj [3] conducted experiment

on Kirloskar TAF 1 engine to evaluate the performance, emission and combustion characteristics of a

direct injection, compression ignition engine fueled with methyl ester of mango seed. They concluded that

_____________________________

Corresponding author, Piyush Maherndru, E-mail: [email protected]

50



almost all the important properties of biodiesel are in close agreement with the diesel fuel and suggested

that the diesel engine can perform satisfactorily on methyl ester of mango seed oil and its blends with

diesel fuel.

Mohamed F. Al Dawody [4] conducted experiment on a single cylinder, direct injection diesel engine

operating on different blends of a soybean methyl ester (SME) with diesel fuel to evaluate Combustion,

Performance and Emission Parameters of a Diesel Engine Fueled with Soybean Biodiesel. According to

the results he conclude that the use of biodiesel produces lower smoke opacity up to 48.23% with 14.65%

higher brake specific fuel consumption (BSFC) compared to diesel fuel. The measured CO emissions of

B20% SME and B100% SME were found to be 11.36% and 41.7% lower than that of diesel fuel

respectively. All blends of SME were found to emit significantly lower UHC concentration compared to

that of diesel over the entire load. NOx emissions are observed to be higher for all blends of SME.

V.Mahesh [5] conducted experiment on single cylinder 4 stroke naturally aspirated water cooled

diesel engine having 5 BHP as rated power at 1500 rev/min to evaluate performance and emission

characteristics of non-edible oil (honge oil) as alternate fuel in ci engine and concluded that the specific

fuel consumption increases with increase in percentage of HOME in the blend due to the lower calorific

value of HOME and Methyl ester of Honge oil results in a slightly increased thermal efficiency as

compared to the of diesel. As well as CO2 and CO emissions are low with methyl ester of Honge oil.

M.Abdelfatah [6] conducted research on Production of biodiesel from non-edible oil and effect of

blending with diesel on fuel properties and concluded that biodiesel produced from Egyptian jojoba oil

can be used as an alternative fuel in conventional diesel engines. The results showed that the production

of biodiesel from Egyptian jojoba oil by transesterification with methanol in presence of an alkaline

catalyst (KOH) is affected by reaction time, methanol: oil molar ratio, catalyst concentration and

temperature. S. Jaichandar [7] conducted study on the production of biodiesel as an alternative fuel for

diesel engine and concluded that the production of biodiesel from vegetable oil is very simple. In the

production of biodiesel it is observed that the base catalyst performs better than acid catalysts and

enzymes. The biodiesel and their blends have similar fuel properties as that of diesel. It is also observed

that biodiesel has similar combustion characteristics as diesel. Biodiesel engines offer acceptable engine

performance compared to conventional diesel fueled engines.

Kevin pethani [8] conducted experiment on single cylinder, four stroke, water cooled, direct injection

CI engine to determine the relationship between engine performance and emissions using diesel,

volumetric blends of Mahua bio-diesel and diesel and pure Mahua bio-diesel as a fuel engine at various

load conditions. He concluded that the brake specific fuel consumption decreases with increase in

additive percentage. Exhaust gas temperature increases almost linearly with load for all test fuels and

decreases with increase in additive percentage. It is also seen from the results that both CO and HC

emissions tend to decrease with increase in additive percentage in biodiesel Fuel additive improves engine

performance and lowers pollutant emission of Mahua bio-diesel blends.

Maria I. Martins[9] conducted experiment of Transesterification of Soybean Oil for Biodiesel

Production Using Hydrotalcite as Basic Catalyst and concluded that the hydrotalcite synthesize showed

satisfactory catalytic activity for biodiesel production by the reaction of soybean oil with methanol under

mild conditions of temperature and pressure. These results reinforce the possibility of obtaining biodiesel

from transesterification of soybean oil using hydrotalcite as catalyst. The obtained results showed that

greater conversions are obtained carrying out the reaction at greater times (10h) or at greater methanol oil

molar ratios.

Four stroke twin cylinder diesel engine is operated by mixture of Sun Flower oil and Diesel.Objective

is to find the alternative fuel for diesel engine as in coming years there will be shortage of diesel so there

should be an alternative to it. So we studied the performace characteristics of sun flower oil in diesel

engine. Different mixtures of sun flower oil and diesel is used to operate diesel engine. It shows the same

properties as that of diesel and hence it can be used as an alternative fuel for diesel.

51



2. Objective

To study the performance characteristics of a diesel engine with mixture of sunflower oil and diesel

as fuel and it is compared with diesel fuel.

3. Experimental set up

Fig. 1 Twin Cylinder Diesel Engine Setup

4. Engine Specifications

Table 1 Engine Specification

4.1 Resistive Loading

Fig. 2 Resistive Loading

Engine type Four stroke twin cylinder engine

BHP 10

Bore 87.5 mm

Stroke 110 mm

Compression Ratio 17.5:1

RPM 1500

Loading Resistive loading

No. of cycles 2

52



i) It is used for loading purpose.

ii) It provide load of various range for checking efficiency of diesel engine at various loads.

5. Experimental Procedure

a) Experiments were initially carried out on the engine using diesel as fuel in order to provide base

line data.

b) Initially the engine was started using diesel fuel and allowed to run for few minutes until to reach

steady state; the base line data were taken. Load was varied from zero loads to full load condition

using the water loading and Emissions, smoke and fuel consumption reading were recorded.

c) The engine was started on duel fuel mode, when engine became sufficiently heated; the supply of

diesel was slowly substituted by

i) Diesel 80% and vegetable oil 20%

ii) Diesel 70% and vegetable oil 30%

iii) Diesel 60% and vegetable oil 40%

Table 2 Outcome of computation

Mixture Sfc Wt BP BTE

100% D 0.331 1.117 3.38 25.9

80% D, 20% O 0.344 1.097 3.19 24.54

70% D, 30% O 0.348 1.091 3.11 24.1

60% D, 40% O 0.356 1.093 3.08 23.68 # D-Diesel, O-Sunflower oil

6. Results

Fig. 3 BTE vs Sfc Fig. 4 BP vs Sfc

From the study, it is clear that the sun flower shows nearly similar properties to the diesel fuel. Hence,

sunflower oil can be used as an alternative fuel. Although it is not economical to replace 100% diesel oil

with sunflower oil.

7. Conclusion and Future Scope Based on the performance and emission characteristics of sunflower oil, it is concluded that the

sunflower oil shows a good alternative fuels with closer performance and emission characteristics to that

53



of a diesel. Hence the sunflower oil can be used as an alternative fuel for diesel engine .The future

research directions for scientists or researcher can be done with different piston geometrical modifications

and coatings of different materials so that engine can reduces emission level from the biodiesel or

vegetable oil.

References Sisarwal, V., Tiwari, A.C. (2013), “Experimental investigation of effect of straight vegetable oil fuel on engine

performance parameters”, International Journal of Engineering Research and Applications (IJERA), Volume 3,

Issue 1, ISSN: 2248-9622, pp.2091-2094.

Velmurugan, K., Sathiyagnanam, A.P. (2015), entitled paper “Impact of antioxidants on NOx emissions from a

mango seed biodiesel powered DI diesel engine”, Alexandria Eng. J.

Al-Dawody, F., Bhatti, S.K. (2014), “Experimental and computational investigations for combustion, performance

and emission parameters of a diesel engine fueled with Soybean Biodiesel-Diesel Blends”, Energy Procedia 52,

pp. 421 – 430.

Mahesh V., Puttaiah, E.T. (2012), “Studies on performance and emission characteristics of non-edible oil (Honge oil)

as alternate fuel in CI Engine”, International Journal of Engineering Research and Applications (IJERA) ISSN:

2248-9622.

Abdelfatah, M., Farag, H.A., Ossman, M.E. (2012), “Production of biodiesel from non-edible oil and effect of

blending with diesel on fuel properties”, Engineering Science and Technology: An International Journal (ESTIJ),

ISSN: 2250-3498, Volume 2, Issue 4.

Jaichandar S., Annamalai K. (2011), “The status of biodiesel as an alternative fuel for diesel engine – an overview”,

Journal of Sustainable Energy & Environment, Volume 2, pp. 71-75.

Pethani K., Khan A., Molvi, I. (2015), “Experimental investigation on performance and emission characteristics of a

diesel engine fuelled with mahua biodiesel using blends of biodiesel” International Journal of Engineering

Research, Volume 3, Issue 4, ISSN:2321-7758.

Martins, M.I., Ricardo F., Pires, Alves, M.J., Hori, C.E., Miria, Reis H.M., Vicelma, and Cardoso, L. (2013)

“Transesterification of Soybean Oil for Biodiesel Production Using Hydrotalcite as Basic Catalyst” The Italian

Association of Chemical Engineering, ISBN: 978-88-95608-23-5 ISSN: 1974-9791 Volume 32.

54





Deformation Analysis of a Crankshaft using ANSYS

Pradeep Verma*1, Mohit Juneja2, Dilip Verma3

1Mechanical Engineering Department Oriental Institute of Science And Technology, M.P.

2,3Automobile Engineering Department, Hindustan College of Science And Technology, U.P.

Abstract: Combustion engine. It has a complex shape of geometry. In an arbitrary position of the crank, due

to tangential force, the crank arm will be subjected to transverse shear, bending and twisting, while due to

radial component it is subjected to direct stress and bending. It will be laborious to consider all these straining

actions in several positions of the crank. In this paper, 3D model of the crank shaft was made using

SolidWorks software. Ansys is used to analyze the point of maximum stress and maximum deformation point

of the two materials to be used in production (Ti-8Al-1Mo-1V and 40 CrMnMo7). The material characteristics,

crank shaft dimensions and obstacles of boundary conditions were established as the constraints to the

simulation. Finally the point of maximum stress and maximum deformation point were analyzed. Moreover,

the static strength and fatigue evaluation of crank shaft were also done and the results obtained are used as

valuable reference in optimization and improvement in crankshaft design.Crankshaft is one of the critical

components for the effective and precise working of the internal.

Keywords: crankshaft; stress; deformation; solid works; Ti-8Al-1Mo-1V; 40 CrMnMo7

1. Introduction

Crankshaft is one of the moving components and most important part of the internal combustion

engine. Its function is to convert back and forth movement of the piston into rotational movement.

Crankshaft shaft strength affects the reliability and life of internal combustion engine. Crankshaft is

supported by main bearings. Moreover, it obtains cyclic bending moment of the connecting rod

consequence of the force generated by the combustion in the cylinder. The force produces torque on

crankshaft. The torque generates stress and deformation on crankshaft.

The main cause of failure on crankshaft is the fatigue phenomenon. The fatigue phenomenon on

crankshaft is cause by high stress on the crankshaft. The highest stress on the crankshaft is located on the

counter weight fillet area, the main journal and lubrication holes. Four cylinder crankshaft will be used on

Maruti engine of 1000 cc capacity which is applied to car. The power of engine is about 22KW, speed of

3200RPM and torque 66NM.

In the past studies the beam and frame models usually were used to calculate the stress on crank

throw. However, there were only limited numbers of nodes in the models. With the development of

computer engineering, a lot of crank throw design is analyzed using Finite element method (FEM) in

software simulation to calculate the stress and maximum deformation of the crank throw. Crank shaft

work with harmonic torque combined with cyclic bending stress due to the pressure of the combustion

_____________________

Corresponding author, Pradeep Verma, E-mail: [email protected]

55



chamber radial force transmitted from the piston and connecting rod as well as the load inertia of the

piston and connecting rod.

In this study, stress and maximum deformation analysis of crank throw on crankshaft when the crank

receives maximum twisting moment is discussed. The analysis was done using ansys simulation software.

Crank throw model that created using solid works simulation software allows finite element method

analysis for the study. Stress analysis was performed on a set of crank throw because it was assumed that

the other crank throws get the same force and torque. Analysis of stress and deformation of crank throw

was simulated under restrictions of materials mechanical characteristics, crank throw dimension and

torque to determine the point of stress and deformation experienced by crank throw. The material used in

this study is the Ti-8Al-1Mo-1V and 40CrMnMo7. Analysis of Von mises stress, Shear stress and

deformation will be used as the basis for choosing a good material.

2. Actual model of crankshaft throw

Fig.1: Actual model of crankshaft throw

3. Engine specifications

Table 1. Engine Specification

Parameters Units

Capacity 1000 cc

Number of Cylinders 4

Bore X Stroke 86 X 86 mm

Maximum Power 22 kw @ 3200 rpm

Maximum gas pressure 55 bar

4. Properties of selected material

Table 2. Properties of Selected Material

Properties Ti-8Al-1Mo-1V 40crMnMo7

Shear Modulus 46000 MPa 79000 MPa

Mass Density 4370 Kg m-3

7800 Kg m-3

Tensile Strength 937 MPa 992 MPa

Yield Strength 910 MPa 821 MPa

56



5. Primary dimensions of crankshaft

Table 3. Properties of Selected Material

Dimensions Units (mm)

Pin Diameter 40

Pin Axial Length 32

Main Journal Diameter 45

Crank Cheek Thickness 10

Crank Cheek Height 142

6. Objective of project

Analysed the existing design and suggest optimized design for four cylinders Maruti engine.

Following is the objective of the study:

i) Analyse the stresses acting on crank throw due to the gas force. Evaluate maximum deformation,

maximum stress point and dangerous areas of failure.

ii) Carry out topology optimization on existing design to reduce the cost and weight.

iii) Investigate the optimized design for stress and strains targeting factor of safety at least 1.4.

7. Forged crank shaft manufacturing process

Fig.2. Forged Crank Shaft Manufacturing Process

8. Force distribution of crankshaft When the crank is at a maximum wasting angle the force on the connecting rod (FQ) is divided into two

forces. In the Fig. 3, the meanings of notations used are as follows.

FT = tangential force

FR = radial force

HT = tangential force that occurs in the crank pin

HR = radial force that occurs in the crank pin

57



Fig. 3 Force Distribution

9. Calculation

The FQ is influenced by the amount of force generated by the cylinder due to combustion (FP). The

amount of force generated from the combustion chamber was calculated using equation 1.

Fp = 𝜋

4 x D

2 x P ... (1)

Where,

P = Pressure in the combustion chamber

D = Piston Diameter

The amount of pressure was 55 bar when main bearing journal experienced a torque due to tangential

force acting on the crank pin. Equation 2 was used to calculate the value of the torque.

Tc = HT1 x r ... (2)

Where,

TC = The value of torque experienced by main journalbearing (Nm).

r = Distance between the centre of main journals bearing with crank pin centre (mm)

The moment of torque experienced by crank throw can be calculated using the following equation 3.

∑ 𝑇𝑒 = √𝑀𝐶2 + 𝑇𝐶2 ... (3)

After obtaining the value of the moment of torque, diameter of crank pin can be calculated using

the following equation 4.

Dc = √𝑇𝑒

𝜏 𝑥 𝜋/16

3 … (4)

Where,

𝜏 = Shear stress value which is limited to 35 N/mm2 to the crank throws

The Von Mises Stress induced in the crankpin is:

Von Mises Stress √(𝐾𝑏 + 𝑀𝑐)2 +3

4(𝐾𝑡 + 𝑇𝑒)2

Where,

Kb is combined shock and fatigue factor for bending with value of 2,

Kt is combined shock and fatigue factor for torsion, with value of 1.5.

58



10. Mesh model of crank throw

Fig. 4 Mesh Model of Crank Throw

11. Result of shear stress on the crank throw

Fig. 5(a) Material Ti-8Al-1Mo-1V Fig. 5(b) Material 40CrMnMo7

12. Comparison of deformation

The maximum deformation value under maximum stress of the crank throw for Ti-8Al-1Mo-1V

material is 0.0895mm. The maximum deformation value of crank throw for 40CrMnMo7 material is

0.0519mm. The value of the minimum deformation to Ti-8Al-1Mo-1V material is greater than the

maximum deformation value to 40CrMnMo7 material by 0.0376 mm difference.

Table 4. Comparison of Deformation

Stress (N/mm2) Theory Ti-8Al-1Mo-1V 40crMnMo7

Von Mises 132.52 132.954 133.8

Shear Stress 32.4 32.3 33.0

59



13. Conclusion

In this study, the design of crank throw which is a part of a crankshaft and is used on a four cylinders

maruti alto K10 engine with a capacity of 1000cc was created. In both of these materials, the point of

maximum stress on Von Mises lies at the same location. This points lies on fillet between crank pin and

counter weight. The point of maximum shear stress and the point of maximum deformation occur at the

same location. The point of maximum shear stress in the fillet is located between the main journals and

counter weights. The point of maximum deformation occurs at the end of both ends of the counter weight.

In this study, the performance of Ti-8Al-1Mo-1V material is better than 40CrMnMo7 material as material

crankshaft. Because, its von mises stress and shear stress are smaller than that of 40CrMnMo7 material.

Besides that, mass density of Ti-8Al-1Mo-1V material is lighter than 40CrMnMo7 material.

References

Grum, J. (2003), “Analysis of residual stresses in main crankshaft bearings in main crankshaft bearings after

induction surface hardening and finishing grinding”, Journal of Automotive Engineering , Volume 217, pp. 173-

182.

Nallicheri, N. V., Clark, J. P., Field, F. R. (1991), “Material alternatives for the automotive crankshaft; A

competitive assessment based on manufacturing economics,” SAE Technical Paper No. 910139, Society of

Automotive Engineers.

Chatterley, P., Murrell (1998), “ADI Crankshafts - An appraisal of their production potential”, International

Congress and Exposition Detroit, Michigan.

Gligorijevic. R. (2001), “Fatigue strength of nodular iron crankshafts'', Copyright © SAE International and Messe

Düsseldorf, Industrija Motora Rakovica – Institute.

Williams, J., Fatemi, A. (2007), “Fatigue Performance of Forged Steel Crankshafts and Ductile Cast Iron” The

University of Toledo, World Congress Detroit, Michigan.

60





Machinability of Copper Alloys with Conventional Drilling

Ashutosh Singh*1, Ram Jatan Yadav2

1,2Department of Mechanical Engineering, JIMS Engineering & Management

Technical Campus, Greater Noida (UP) India

Abstract. The purpose of this article is to understand the machinability of copper alloys with conventional

drilling process. copper alloys are mostly used engineering alloy material .it is generally used in various

engineering application such as aircraft and aerospace industries, and automobile industries, where weight is

very important performance parameter. This paper presents a review about the several experimentations

carried out by various researchers in drilling of copper alloys. In this paper, the main objective is to discuss the

effect of different process parameters on machining properties such as; material removal rate, surface

roughness, cutting force, burr height and hole diameter error.

Keywords: copper based alloys; metal removal rate (MRR); conventional drilling process; cutting force

1. Introduction

Copper and its alloys offer an extremely wide range of castability, weldability, formability,

machinability and applicability, with a unique combination of advantages that make it the material of

choice for different types of components (generally in automobile parts). Machinability of a metal defined

as “the most machinable metal is one which permits the removal of material with satisfactory finish at

lowest cost”. In other words, the most machinable material is one which will permit the fastest removal

rate of the largest amount of material per grind of tool with satisfactory finished of products. Among all

engineering material, Copper is having better machinability. Copper and its alloys are the most important

engineering materials because of their excellent mechanical and electrical properties. Some of the

important properties of copper alloy for which it is used in the engineering applications are:

i) It resists corrosion

ii) It has high thermal conductivity (0.92cal/cm/oC)

iii) It has high electrical conductivity

iv) It has a pleasing colour

Various mechanical properties of copper alloys are shown as in Table 1.

2. Drilling process Drilling process is one of the simplest, moderate and accurate machining operations used in

production and in tool room. It consists of a spindle which imparts motion to the drilling tool, a

mechanism for feeding the tool into the work, a table on which the work rests and a frame. It is

____________________

Corresponding author, Ashutosh Singh, E-mail: [email protected]

61



considered as a single purpose machine tool since its main function is to make hole. According to Chen

and Tsao (1999), drilling is one of the most important metal removal processes for making hole amongst

all traditional machining processes. Drilling is a process of making hole or enlarging a hole in an object

by forcing a rotating tool known as drill. The drill bit is a rotary cutting tool, often multipoint. The bit is

pressed against the work piece and rotated at rates from hundreds to thousands of revolutions per minute.

This forces the cutting edge against the work piece, cutting off chips from the hole as it is drilled.

Table 1 Various mechanical properties of copper alloys

Fig.1 Basic working diagram of drilling operation

Name

Nominal

composition

(percentages)

Yield

strength

(0.2%

offset, ksi)

Tensile

strength

(ksi)

Elongation

in 2 inches

(percent)

Hardness

(Brinell

scale)

Comments

Copper (ASTM B1, B2, B3,

B152, B124, R133)

Cu 99.9 10 32 45 42 Electrical equipment,

roofing, screens

Gilding metal (ASTM B36)

Cu 95.0,

Zn 5.0 50 56 5 114 Coins, bullet jackets

Cartridge brass (ASTM B14, B19, B36, B134, B135)

Cu 70.0,

Zn 30.0 63 76 8 155

Good for cold-

working; radiators,

hardware,

electrical, drawn

cartridge cases.

Beryllium copper (ASTM B194, B196,

B197)

Cu 97.75,

Be 2.0,

Co or Ni 0.25

32 70 45 B60

(Rockwell)

Electrical, valves,

pumps, oilfield tools,

aerospace landing

gears, robotic

welding, mold

making [3]

Free-cutting brass

Cu 62.0,

Zn 35.5,

Pb 2.5

44 70 18 B80

(Rockwell)

Screws, nuts, gears,

keys

Nickel silver (ASTM B122)

Cu 65.0,

Zn 17.0,

Ni 18.0

25 58 40 70 Hardware

Nickel silver (ASTM B149)

Cu 76.5,

Ni 12.5,

Pb 9.0,

Sn 2.0

18 35 15 55

Easy to machine;

ornaments,

plumbing [4]

Cupronickel (ASTM B111, B171)

Cu 88.35,

Ni 10.0,

Fe 1.25,

Mn 0.4

22 44 45 – Condenser,

salt-water pipes

https://en.wikipedia.org/wiki/Pounds_per_square_inch#ksi

https://en.wikipedia.org/wiki/Brinell_scale

https://en.wikipedia.org/wiki/Brinell_scale

https://en.wikipedia.org/wiki/ASTM_International

https://en.wikipedia.org/wiki/Gilding_metal

https://en.wikipedia.org/wiki/Bullet#The_modern_bullet

https://en.wikipedia.org/wiki/Cartridge_brass

https://en.wikipedia.org/wiki/Radiator

https://en.wikipedia.org/wiki/Cartridge_(firearms)

https://en.wikipedia.org/wiki/Cartridge_(firearms)

https://en.wikipedia.org/wiki/Beryllium_copper

https://en.wikipedia.org/wiki/Rockwell_scale

https://en.wikipedia.org/wiki/List_of_copper_alloys#cite_note-3

https://en.wikipedia.org/wiki/Nickel_silver

https://en.wikipedia.org/wiki/List_of_copper_alloys#cite_note-4

https://en.wikipedia.org/wiki/Cupronickel

62



3. Varıous Machınıng Characterıstıcs on Drıllıng Process

3.1 Surface Roughness (SR) The quality of surface is often of utmost importance for correct functioning of many engineering and

machine parts. Surface roughness is the one of the critical performance parameter that has an appreciable

effect on several mechanical properties of machined parts such as hardness, fatigue life. Surface

roughness is directly affected by drilling parameter such as feed rate, cutting speed, depth of cut, cutting

fluid, cutting geometry etc. Hence, achieving the desired surface roughness properties is of great

importance performance parameter for the proper functional behaviour of the mechanical parts.

Reddy et al. (2014) suggested that for obtaining the minimum value of surface roughness on the

copper alloy, the cutting speed should be high. Ahmed et al. (2010) experimentally investigated that the

optimal combination of drilling parameters like a spindle speed, point angle & helix angle and a feed rate

are 400 rpm, 1400/300 and 0.25 mm/rev. Amran et al. (2014) from their experimental result found that to

find the smooth surface in drilling process, it needs higher spindle speed with lower feed rate and smaller

diameter. Rajmohan et al. (2013) calculated the minimum value of surface roughness of 1.62 µm for

copper alloy when the drilling process parameters are spindle speed of 1955 rpm, feed rate of 60 mm/min.

Basavarajappa et al. (2008) proposed that the value of surface roughness depends upon both feed rate and

cutting speed. The values of surface roughness are directly proportional to the value of feed rate and

inversely to the value of cutting speed.

Fig. 2 Mean effect plots for Surface roughness

3.2 Cutting force

To calculate the performance parameters of drilling operation, calculation of the cutting force is

mandatory. It helps in understanding:

i) The performance of cutting speed and feed rate on the cutting action of the drill.

ii) The effects of mechanical properties of work material on the drilling forces.

iii) Forces exerted on drilling machine parts, jigs and fixtures, and the effect of these forces on the

dimensional accuracies of the drilled holes.

Drilling differs from turning, because the twist drill is a multi edge tool which cuts with five cutting

edges (two lips, two leading edges, and the chisel edge). Cutting forces that act on the drill during cutting

are shown in Fig. 3. Tamilselvan and Raguraj (2014) reported the optimal performance parameter for

drilling operation which gives the minimum cutting force value. The values of optimum drilling

parameters are 1900 rpm spindle speed and 55 mm/min feed rate. Further Gurumukh., D. and Padam., D.

(2015) investigated the axial thrust force on different drill diameter condition.

63



Fig. 3 Basic cutting force diagram of drilling operation

Fig. 4 Curve between Cutting forces and depth of cut

3.3 Metal Removal Rate (MRR)

The volume of material removed by the drill tool per unit time is known as metal removal rate (MRR)

in drilling operation. According to Pradeep., K, and Packiaraj., P(2012), The MRR is calculated by the

following formula:

MRR = ( d /2 x f x N) mm3/min

Where,

d = diameter of the drill bit in mm, f = feed in mm/rev, N = spindle speed in rev/min

Dhavamani and Alwarsamy (2012) used a new mathematical technique known as Taguchi method for

optimizing various performance parameter for copper alloy based material. Shivapragash et al. (2013)

investigated that optimum cutting parameters for maximization of material removal rate (MRR) in drilling

operation. He suggested that the optimum spindle speed set as minimum level (900 rpm), feed rate set as

maximum level (2.5 mm/min) and depth of cut set as middle level (6 mm).

64



Fig. 5 Curve between cutting forces and depth of cut

4. Conclusion

Present research work has been concluded how to understand the machinability of various copper based

alloys material with conventional drilling process. Following conclusions can be drawn from the current

research work.

i) The value of surface roughness is depends upon both the feed rate and spindle speed. The surface

roughness is directly proportional to feed rate and inversely to feed rate.

ii) Material removal rate is depends upon the following drilling parameters such as; feed rate and

depth of cut spindle speed.

iii) Copper alloys have been observed to possess better machinability while performing drilling

operation.

References Ahamed, A.R., Asokan, P. Aravindan, S. and Prakash, M.K. (2010), “Drilling of hybrid Al-5%SiCp-5%B4Cp metal

matrix composites”, International Journal of Advanced Manufacturing Technology, Volume 49, Issue 9-12, pp.

871-877.

Chen, W. C. and Tsao C. C. (1999), “Cutting performance of different coated twist drills”, Journal of Material

Processing Technology, Volume 88, pp. 203–207.

Dhavamani ,C. and Alwarsamy, T. (2012), “Optimization of Machining Parameters for Aluminum and Silicon

Carbide Composite Using Genetic Algorithm”, Procedia Engineering, pp.38.

Gurumukh., D. and Padam., D. (2015), “Cutting forces in drilling operation: Measurement and modeling for

medium-scale manufacturing firms”, International Journal of Computer Applications, Volume 121, Issue 8, pp.

0975 – 8887).

Madiwal,S. (2006), “Analysis of surface finish in milling of composite using neural networks”, Wichita State

University.

Noorul, Haq. A., Marimuthu, P. and Jeyapaul, J. (2008), “Multi response optimization of machining parameters of

drilling Al/SiC metal matrix composite using grey relational analysis in the Taguchi method”, International J.

Advance Manufacturing Technology, Volume 37, pp. 250-255.

Nouari, M. List, G. Girot, F. and Gehin, D. (2005), “Effect of machining parameters and coating on wear

mechanisms in dry drilling of aluminum alloys”, International Journal of Machine Tools & Manufacture, Volume

45, pp. 1436–1442.

Pradeep., K, and Packiaraj. P (2012), “Effect of drilling parameters on surface roughness, tool wear, material

removal rate and hole diameter error in drilling of hole”, International Journal of Advanced Engineering Research

and Studies, E-ISSN2249–8974.

Tamilselvan and Raguraj (2014), “Optimization of process parameters of drilling in Ti-Tib composites using

Taguchi technique”, International Journal on Mechanical Engineering and Robotics, Volume 2, Issue 4, pp. 1-5.

65





Neural Network Modeling of Cutting Force in Minimum Quantity Coolant Assisted Turning of Ti-6Al-4V Alloy

Vikas Sharma*1, Vikas Upadhyay2a

1Mechanical Engineering Department, Anand Engineering College, Agra-282007

2 Mechanical Engineering Department, National Institute of Technology Patna, Patna-800006

Abstract: The present day research focuses on green aspects of manufacturing due to increased

environmental awareness and strict protection law for occupational safety. The minimum quantity coolant

(MQC) assisted turning is an important aspect in titanium alloy machining as its machining is generally

recommended with copious amount of cutting fluid, use and disposal of which has an adverse effect on

environment. In this work, MQC assisted turning of Ti-6Al-4V alloy has been carried out and the cutting force

thus obtained is modeled by Artificial Neural Network (ANN). The ability of ANN to capture complex

interrelationship between a large number of input and output data set is well proved as evident from large

number of machine learning applications. In this work ANN is used to model the small but statistically well

distributed data and it was observed that ANN performs well with such data set.

Keywords: coolant assisted turning; Ti-6AI-4V alloy; compressor, ANN model

1. Introduction

The inherent properties of Ti-6Al-4V alloy such as outstanding strength to weight ratio, excellent

corrosion resistance and ability to retain strength even at elevated temperature makes it suitable material

for aerospace industry, chemical processing equipments, automotives, marine hardware, etc. [1, 2].

Cutting force in a machining operation is used as an indicator to determine the machinability of

material. Hong et al (2001) reported that cutting force components decreased with increase in cutting

speed from 60 m/min to 250 m/min under dry and cryogenic cutting [3]. Ezugwu et al. (2005) found that

cutting force decreased with increase in cutting speed up to 120 m/min and then increased at speed of 130

m/min under conventional coolant supply, whereas cutting force increased with the cutting speed beyond

110 m/min under argon enriched environment [4].

Sun et al. (2009) observed that cutting force in dry turning increased with cutting speed up to 21

m/min and then decreased from 21 to 57 m/min. Cutting force increased by 10 N with increase in cutting

speed from 57 to 75 m/min, then remains constant as the speed is increased from 75 to 113 m/min and

finally decreased beyond 113 m/min [5]. Fang and Wu (2009) used round cutting edge tool in dry turning

of the alloy and developed empirical regression equations for cutting force, thrust force, resultant force

and force ratio [6]. Nandy et al. (2009) studied cutting force and resultant feed force under flood cooling

environment, high pressure cooling with neat oil and high pressure cooling with water soluble oil and

__________________________

Corresponding author, Vikas Sharma, E-mail: [email protected]

a PhD, E-mail: [email protected]

66



developed their empirical models [7]. Upadhyay et al., 2012 investigated the effect of input parameters on

cutting force and specific cutting energy in turning of Ti-6Al-4V alloy and developed empirical relations

using response surface methodology [8].

Soft computing techniques are often preferred over physics based model due to their ability to

effectively incorporate the inherent complexity and uncertainty of the process [9]. ANN is an

interconnected network of a number of processing elements (neurons) in brain inspired architecture [10].

It is believed that ANN requires more data than RSM to form a model. But, it can also perform well with

relatively less data if the data is statistically well distributed in input domain [11].

Objective of this work is to model the cutting force component for a range of parameters using ANN with

small but relatively well distributed data and to subsequently determine its suitability for prediction

purpose.

2. Experimental details 2.1 Workpiece material Ti-6Al-4V, Grade-5 Titanium alloy is used as workpiece material for experimental study. It is an

Alpha-Beta alloy, which contains 6% alpha stabilizer (Aluminium) and 4% beta stabilizer (Vanadium) by

weight. The chemical composition of Ti-6Al-4V was analyzed using Electron Probe Measurement

Analyzer (EPMA) (Model: SX-100, Make: CAMECA). Chemical composition of the alloy is shown in

Table 1. Hardness of the received material based on five point average is 340±11 VHN.

Table 1 Chemical composition of Ti-6Al-4V alloy.

Element Ti Al V Others

Weight Percentage 89.61 6.1 3.87 Balance

2.2 Minimum quantity coolant supply system An experimental set-up was fabricated in order to supply minimum quantity of coolant in the cutting

zone. The schematic diagram of the experimental set-up is presented in Fig. 1.

Fig. 1 Schematic diagram of experimental set-up.

67



An air compressor (Make: Crompton Greaves) was used to supply pressurized air for MQC

application. Air supply line from compressor to nozzle is fitted with pressure regulator (Make: FESTO)

and flow meter (Make: JAPSIN) in order to deliver metered supply of air at desired pressure. A fluid

chamber fitted with a pump was used to store and deliver the coolant to the nozzles. The supply of cutting

fluid to the nozzle was controlled by a commercially available medical infusion set consisting of flexible

tube and roller type flow controller. Commercially available gas welding nozzles were used to impinge

the aerosol at high velocity in the cutting zone. The inlet side of nozzles was modified by installing a

fabricated chamber of Perspex having separate passages for air and coolant. The oil coming out of the

central passage atomizes and mixes with the high pressure air exiting from the surrounding air passages

and forms the aerosol.

2.3 Cutting tool and cutting force measurement PCBNR 2525 M12 (Mitsubishi Material Co.) tool holder is used to hold the CNMG120408 tool bit of

uncoated cemented carbide (ISO S-grade). The tool geometry is as, back rake angle = − 6o, side rake

angle = − 6o, principal cutting edge angle = 75

o, end cutting edge angle = 5

o and nose radius = 0.8 mm.

The cutting force was measured using a dynamometer assembly which consists of piezoelectric

dynamometer (Make: Kistler, Model: 9257B) and tool holder (Make: Kistler, Model: 9403) to hold the

cutting tool of 25 x 25 shank size. Multichannel charge amplifier (Make: Kistler, Model: 5070) amplified

the charge produced at the dynamometer (model: 5070) and this amplified signal was acquired and

analyzed with the help of DynoWare software. Sampling frequency of 1024 samples/sec per channel was

used for data acquisition. The mean value of steady state cutting force rounded off to its nearest integer

was used in the analysis.

2.4 Experimental Design

Experiments were conducted as per Box-Behnken Design of Response surface methodology and

are presented in

Table 2 Box Behnken design matrix for turning experiments of Ti-6Al-4V alloy

Standard

order

Random

order

Coded value Actual Value

V f d V

(m/min)

F

(mm/rev)

d

(mm)

1 4 -1 -1 0 50 0.16 1.5

2 11 1 -1 0 90 0.16 1.5

3 2 -1 1 0 50 0.24 1.5

4 6 1 1 0 90 0.24 1.5

5 9 -1 0 -1 50 0.20 1

6 3 1 0 -1 90 0.20 1

7 1 -1 0 1 50 0.20 2

8 14 1 0 1 90 0.20 2

9 12 0 -1 -1 70 0.16 1

10 5 0 1 -1 70 0.24 1

11 8 0 -1 1 70 0.16 2

12 7 0 1 1 70 0.24 2

13 10 0 0 0 70 0.20 1.5

14 13 0 0 0 70 0.20 1.5

15 15 0 0 0 70 0.20 1.5

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3. Neural network model 3.1 Model Architecture A neural network with three neurons in input layer, five neurons in the hidden layer and one neuron in the

output layer was trained with Levenberg–Marquardt (LM) learning rule. The tangent of sigmoid function

is used in the hidden layer whereas the output layer has pure linear neuron. Neural Network architecture

that provides the best prediction accuracy is shown in Fig. 2.

Fig. 2 Neural network architecture for prediction of cutting force components.

The training parameters are as follows:

Learning rate = 0.01

Frequency of progress displays (in epochs) = 10

Maximum number of epochs to train = 1000

Sum squared error goal = 1x10-6

3.2 Modeling and Validation The experimental and predicted response from the trained neural networks for FZis represented

graphically in Fig. 3, representing that neural networks are trained properly. To further establish the

prediction ability of neural networks they were passed through validation phase.

Fig. 3 Experimental Vs NN predicted value of FZ with training data in MQC assisted machining.

300

400

500

600

700

800

900

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Cu

ttin

g F

orc

e, F

z (N

)

Standard Order

Fz-exp Fz-NN-train

Cutting speed

Feed rate

Depth of cut

FZ

Input

layer Output

layer

Hidden

layer

69



For validation of the developed models, six additional experiments were carried out with input data

sets which were not used during training phase (Table 3).

Table 3 Parametric combinations of validation experiments

S. No. Cutting speed

(m/min)

Feed rate

(mm/rev)

Depth of cut

(mm)

1 50 0.20 1.5

2 90 0.20 1.5

3 50 0.24 1

4 90 0.24 1

5 70 0.20 1

6 50 0.16 2

The predicted values and experimental values of validation phase are shown graphically in Figures 4.

The values predicted by neural network model were well within ±10% of the experimental values,

therefore the developed models can be used for prediction purpose.

Fig. 4 Experimental Vs NN predicted value of FZ with validation data in MQC assistedm achining

4. Conclusions In the present work, models for prediction of cutting force were developed using ANN with cutting

speed, feed rate and depth of cut as input parameters. A neural network with three neurons in the input

layer, five neurons in the hidden layer and one neuron in the output layer was used for training and

validation. It was found that values predicted by ANN model were closer to the experimental values.

Hence, it can be concluded that ANN also provides good prediction of cutting force even with small but

statistically well distributed data in input domain.

References Donachie, M. J., Jr. (2000), “Titanium: A technical guide”, Second edition, ASM International, Ohio.

Ezugwu, E. O. and Wang, Z.M., (1997), “Titanium alloys and their machinability-a review”, Journal of Materials

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300

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500

600

700

0 1 2 3 4 5 6

Cu

ttin

g f

orc

e, F

z (N

)

Validation experiment number

Fz-exp Fz-NN-validation

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Journal of Manufacturing and Automotive Researchjmar.shardagroup.org/includes/IJMAR.pdfEditor-in-Chief, JMAR, Hindustan College of Science and Technology, Farah, Mathura, Uttar Pradesh,