SAE Paper 2007-01-0170

Automatic Mesh Motion

with Topological Changes
for Engine Simulation
T. Lucchini, G. D’Errico
Department of Energetics, Politecnico di Milano, Italy

H. Jasak
WIKKI Ltd, London, England

Z. Tuković
FSB, University of Zagreb, Croatia
TOPICS

• INTRODUCTION

• MESH MOTION FOR I.C. ENGINES

Topological changes

Automatic mesh motion

• ENGINE MESH SETUP

• VALIDATION
CFD SIMULATION OF I.C. ENGINES
INTERACTING THERMO-FLUID DYNAMIC PROCESSES
• Turbulent, compressible flow;
• Fuel spray;
• Ignition and combustion;
• Pollutants formation;

GEOMETRICAL CONSTRAINTS
• Complex geometry;
• Moving boundaries;

NUMERICAL EFFICIENCY
STATE OF ART OF MESH MOTION

•COMPLEX GEOMETRY
COMPLEX GEOMETRY
• Unstructured grids;
• Moving piston and valves, ports;
• High mesh quality required for the whole simulation;

•MESH
MESHMOTION
MOTION REQUIRED
REQUIRED
• Pre-processing mesh tools for mesh motion;
• Significant manual work required;
• Mesh motion is not solution-dependent;
AIM OF THE WORK
DEVELOPING A NEW APPROACH FOR MESH MOTION
• No pre-processing. Mesh motion integrated in the
solver, at any time step:

Grid points moved;

Mesh topology eventually changed;
• Multiple-region decomposition: in each region, mesh
motion is accommodated in different ways;
• Combined use of different topological changes;
• Polyhedral vertex based motion solver for mesh
deformation based on Finite Element Method (FEM);
OpenFOAM (Field Operation and Manipulation)
OVERVIEW OF THE CODE

• C++ object-oriented;
• New models easily developed and tested in isolation;

∂ρYtf
• + ∇ ⋅ ( ρUYtf ) + ∇ ⋅ ( µT ∇Ytf ) = 0
∂t
solve
(
fvm::ddt(rho, Ytf)
+ fvm::div(phi, Ytf)
+ fvm::laplacian(mut, Ytf)
);
OpenFOAM (Field Operation and Manipulation)
FINITE VOLUME METHOD
• Polyhedral mesh support;
• Numerical schemes available for temporal and spatial
discretization;
• Reliable and validated libraries for:

Combustion (premixed and non-premixed);

Complex chemistry;

Lagrangian spray modelling;

Turbulence (RANS and LES);
MESH MOTION FOR I.C. ENGINES

• TOPOLOGICAL CHANGES

Dynamic mesh layering

Sliding interface

Attach/detach boundary

• AUTOMATIC MESH MOTION

Polyhedral vertex based motion solver
DYNAMIC MESH LAYERING

• Keep an optimum mesh size during the whole cycle;

• User definition: maximum and minimum thicknesses,
base surface;

Addition/removal of cell layers in a moving cone

MESH MOTION FOR I.C. ENGINES

• TOPOLOGICAL CHANGES

Dynamic mesh layering

Sliding interface

Attach/detach boundary

• AUTOMATIC MESH MOTION

Polyhedral vertex based motion solver
SLIDING INTERFACE
• Dynamically connecting different mesh regions by point
projection algorithm;
• Mesh quality is kept high, no distortions;
• User definition of “master” and “slave” patches;

Mixer vessel Flow control device

MESH MOTION FOR I.C. ENGINES

• TOPOLOGICAL CHANGES

Dynamic mesh layering

Sliding interface

Attach/detach boundary

• AUTOMATIC MESH MOTION

Polyhedral vertex based motion solver
ATTACH-DETACH BOUNDARY
• Splits the mesh in two separate regions from a list of
internal faces;
• Simulates valve closure;
• “Minimum lift” to impose valve closure;
• No geometry modifications or “inert cells” required;

Valve
closure
time
MESH MOTION FOR I.C. ENGINES

• TOPOLOGICAL CHANGES

Dynamic mesh layering

Sliding interface

Attach/detach boundary

• AUTOMATIC MESH MOTION

Polyhedral vertex based motion solver
POLYHEDRAL VERTEX-BASED MOTION SOLVER
• Grid is deformed and mesh refined around TDC;
• Solve the Laplace equation of motion;
• Tetrahedral decomposition of the polyhedral mesh to
keep the mesh valid;
FEM decomposition of a polyhedral cell
POLYHEDRAL VERTEX-BASED MOTION SOLVER

Mesh deformation around TDC for a pent-roof, SI engine

during the intake stroke (lift from 1 mm to 5 mm)

1) MOTION EQUATION

∇i( γ∇u ) = 0

2) NEW POINT POSITION

x new = x old + u∆t

ENGINE MESH SETUP:
TWO-STROKE ENGINES
TWO-STROKE ENGINES: MESH SETUP
THREE REGIONS Cylinder

Exhaust port

Intake ports
TWO-STROKE ENGINES: MESH MOTION
COMBINED USE OF MULTIPLE
TOPOLOGICAL CHANGES

1) PISTON MOTION
• dynamic layering
• deformation
2) PORTS-CYLINDER CONNECTION
• sliding-interface
ENGINE MESH SETUP:
FOUR-STROKE ENGINES
FOUR-STROKE ENGINES: MESH SETUP
FIVE REGIONS Remainder of
the cylinder
Intake and
exhaust ports

Valve curtains
FOUR-STROKE ENGINES: MESH MOTION
COMBINED USE OF MULTIPLE
TOPOLOGICAL CHANGES

1) PISTON MOTION
• dynamic layering
• deformation
2) VALVE MOTION
• dynamic layering
• deformation
3) VALVE CLOSURE
• attach-detach boundary
4) CYLINDER-VALVE CURTAINS
• sliding-interface
VALIDATION

• SCAVENGING IN A TWO-STROKE ENGINE

• COMBUSTION IN A SIDE-VALVE ENGINE

• DIESEL ENGINE COMBUSTION

• INTAKE STROKE IN A FOUR-STROKE ENGINE

SCAVENGING IN A TWO-STROKE ENGINE
ENGINE GEOMETRY COMPUTATIONAL MESH
Bore 66.5 mm
Stroke 57 mm
Comp. Ratio 10.8
Speed 2500 rpm
Boost pressure 1.05 bar

PHYSICAL MODELS AND

BOUNDARY CONDITIONS
• k-ε turbulence model;
• No slip at walls;
• Total pressure at intake; Axial-symmetric
• Fixed temperature at walls; No. of cells at BDC 25000
No. of cells at TDC 8000
SCAVENGING IN A TWO-STROKE ENGINE
EVOLUTION OF EGR AND IN-CYLINDER FLOW FIELD
SCAVENGING IN A TWO-STROKE ENGINE
Radial velocity at different locations

• High velocities close to the scavenging ports

• Tumble created by the piston motion
SCAVENGING IN A TWO-STROKE ENGINE
Radial velocity
Turbulence at different
intensity locations
at different locations

• High u’ produced by the incoming air jet

• Turbulence decay at the end of compression
VALIDATION

• SCAVENGING IN A TWO-STROKE ENGINE

• COMBUSTION IN A SIDE-VALVE ENGINE

• DIESEL ENGINE COMBUSTION

• INTAKE STROKE IN A FOUR-STROKE ENGINE

COMBUSTION IN A SIDE-VALVE ENGINE

ENGINE GEOMETRY COMPUTATIONAL MESH

MV-CAGIVA GABBIANO NV 2
• Sliding interface models the partial
Bore 98 mm side head covering by the piston
Stroke 73.2 mm
Comp. Ratio 8
Speed 1000 rpm

PHYSICAL MODELS AND

BOUNDARY CONDITIONS

• k-ε turbulence model; Compression-Combustion

• Weller b-Ξ combustion model; No. of cells at BDC 60000
• Fixed temperature and no-slip No. of cells at TDC 30000
at walls;
COMBUSTION IN A SIDE-VALVE ENGINE
EVOLUTION OF THE REGRESS VARIABLE b
(b=0: fully burnt, b=1: fully unburnt) Predicted cylinder
DURING THE COMBUSTION PROCESS pressure trace

• Quasi constant-volume combustion correctly predicted by the model;

VALIDATION

• SCAVENGING IN A TWO-STROKE ENGINE

• COMBUSTION IN A SIDE-VALVE ENGINE

• DIESEL ENGINE COMBUSTION

• INTAKE STROKE IN A FOUR-STROKE ENGINE

DIESEL ENGINE COMBUSTION
ENGINE GEOMETRY COMPUTATIONAL MESH
SEATEK 850 PLUS
Bore 127 mm
Stroke 134 mm
Comp. Ratio 14
Speed 3100 rpm
Swirl Ratio 2.5
Boost pressure 4 bar

PHYSICAL MODELS AND

BOUNDARY CONDITIONS
Compression-Combustion
• Lagrangian spray modelling;
No. of cells at BDC 45000
• Complex chemistry and ISAT to
model combustion; No. of cells at TDC 7000
• RNG k-ε turbulence model;
DIESEL ENGINE COMBUSTION
FUEL INJECTION AND COMBUSTION
Predicted cylinder pressure

• Agreement with experimental cylinder pressure data, Lagrangian

particles correctly tracked also with dynamic-layering;
VALIDATION

• SCAVENGING IN A TWO-STROKE ENGINE

• COMBUSTION IN A SIDE-VALVE ENGINE

• DIESEL ENGINE COMBUSTION

• INTAKE STROKE IN A FOUR-STROKE ENGINE

INTAKE STROKE IN A FOUR-STROKE ENGINE

ENGINE GEOMETRY COMPUTATIONAL MESH

Bore 100 mm
Stroke 92 mm
Comp. Ratio 14
Speed 3000 rpm

PHYSICAL MODELS AND

BOUNDARY CONDITIONS

• k-ε turbulence model;

No. of cells at BDC 200000
• Fixed temperature and no-slip
at walls; No. of cells at TDC 40000
INTAKE STROKE IN A FOUR-STROKE ENGINE
PREDICTED FLOW-FIELD AND TURBULENCE INTENSITY – INTAKE STROKE

• Large ring vortex below the valve moving downward

INTAKE STROKE IN A FOUR-STROKE ENGINE
PREDICTED FLOW-FIELD AND TURBULENCE INTENSITY – INTAKE STROKE

• Turbulence generated by high velocity and flow deflection

INTAKE STROKE IN A FOUR-STROKE ENGINE
Velocity and turbulence intensity distribution across the valve lift

Typical values of
U/sp ≈ 10
correctly predicted
INTAKE STROKE IN A FOUR-STROKE ENGINE
In-cylinder turbulence intensity evolution

u 'TDC ≅ 0.5sp
CONCLUSIONS
CONCLUSIONS

PROPOSED MESH MOTION APPROACH SUCCESSFULLY TESTED

• Engine geometries;
• Compressible flow equations;
• Turbulence;
• Scalar transport (EGR);
• Premixed combustion;
• Lagrangian particle tracking;
• Complex chemistry;
CONCLUSIONS

GENERALITY OF THE APPROACH

• Finite Volume Method + Moving Meshes;

DEVELOPMENTS

• Engines with canted valves;

• Rotary machines:

Wankel engines;

Automotive CFD (superchargers, fuel pumps,...);
ACKNOWLEDGMENTS

• Dr. Hrvoje Jasak

• Dr. Zeljko Tukovic

• Dr. Gianluca D’Errico

• Mr. Mario Mazuran and Mr. Luciano Spaggiari

• MV Agusta S.p.A. and SEATEK S.p.A.

THANKS FOR YOUR ATTENTION!
Tommaso Lucchini
Politecnico di Milano,
Dipartimento di Energetica
Via La Masa, 34
20158 Milano (Italy)
+39 02 23 99 86 36
tommaso.lucchini@polimi.it
www.engines.polimi.it