International Journal of Marine Engineering Innovation and Research, Vol. 4(1), Jun. 2019.

32-41 32
(pISSN: 2541-5972, eISSN: 2548-1479)

Air Flow and Camshaft Stress Analysis of

Variable Valve Lift Gas Engine
I Made Ariana1, Semin2, Deni Kriswana3
(Received: 30 July 2017 / Revised: 01 March 2019 / Accepted: 24 June 2019)

Abstract⎯ the use of variable valve lift technology on diesel gas engine has been able to increase power without having to
change the dimensions of the engine. However, in-depth analysis of how the flows that occur when air enters and stress that
occurs in camshaft of the gas engine needs to be studied more deeply. Simulation Analysis incoming airflow and stress on
the gas engine camshaft variable valve lift types expected to describe the effect of the use of valve lift on the gas engine. In
this simulation experiments using Computational Fluid Dynamics (CFD) approach and structural stress with variable valve
opening on the condition of default by 11.1 mm, openings increased by 16.65 mm or 1.5 times, 2 times by 22.205 mm, and
2.5 times by 27.7 mm. Where the results of the simulation showed that the condition of the valve from 11.1 mm to 22.205
mm increased the average air velocity and mass flow rate, while at the opening valve 27.7 mm decreased average speed. The
resulting stress value of the valve 11.1 mm to 27.7 mm continues to increase due to the force created in the spring getting
into the valve then increasing the force on the spring.
Keywords⎯ airflow analysis, camshaft stress, computational fluid dynamics, gas engine, variable valve lift

With the current technological developments enlarge the

I. INTRODUCTION1 engine is less efficient and economical. Technological
developments, especially motor fuel intended for the

T he interna1 combustion (IC) engines started when

Nicolaus A. Otto first developed the spark-ignition
engine and Rudolf Diesel invented the compression
ignition engine [1]. Since then, many types of research
have focused on the combustion process. Contemporary
engine research has attempted to maximize the power
produced from fuel combustion while minimizing
pollutants and other regulated compounds. The difficulty
is that there exist many variables that affect these
treatments; the piston speed, the piston chamber
geometry, inlet, and exhaust port design, fuel
composition, in-cylinder fluid dynamics, and ignition
devices used. A comprehensive and detail study is
needed to embrace all the factors. Two-stroke technology
was widely studied by several well-known engine
manufacturers. The advantages of two-stroke engines
over the four-stroke engine are evident. Compact size
and low weight with respect to engine output and
potentially smaller mechanical losses are the main
advantages [2].
The importance of the engine power is needed by
everyday life such as propulsion propeller blades, drive
train, driving cars, power plants, industrial plants and so
forth. Power from the engine will determine the
dimensions of the engine in general. The greater the
power of the engine, resulting in the dimensions of the
engine will be even greater. The Engines are still
conventional in increasing the engine power is done by
changing the dimensions of the engine becomes larger.
I Made Ariana, Department of Marine Engineering, Institut
Teknologi Sepuluh Nopember, Surabaya 60111, Indonesia, Email :
ariana_made@yahoo.com
Semin, Department of Marine Engineering, Institut Teknologi
Sepuluh Nopember, Surabaya 60111, Indonesia, Email :
seminits@gmail.com
Deni Kriswana, Department of Marine Engineering, Institut
Teknologi Sepuluh Nopember, Surabaya 60111, Indonesia, Email :
denikriswana@gmail.com
development efficiency and increased power. With the
expected efficiency and increase engine power has small
dimensions but has great power and performance [3].
Continuous variable valve lift technology provides
high potential in achieving high performance, low fuel
consumption, and pollutant reduction. To get full
benefits from (CVVT) various types of mechanisms have
been proposed and designed. Some of these mechanisms
are in production and have shown significant benefits in
improving engine performance. In this investigation a
newly designed gear drive mechanism that controls the
intake valve opening (IVO) and closing (IVC) angles is
studied [4].
Ahmad and Theobald (1989) classified the different
VVT systems into five different groups based on the
level of sophistication. While this paper sets out to
categorize systems based on the level of electronics used,
Ahmad’s class system satisfactorily achieves the job of
breaking them down into other groups based on the
extent of timing variation.
1. Systems which have variable overlap periods.
2. Systems which have fixed lift and use two
different settings for VVT.
3. Systems which have fixed lift but provide
continuous phasing.
4. Systems which have fixed lift but can modify
the lift profile continuously.
5. Systems which have variable lift, duration, and
phasing.
The CFD analysis is a useful tool to optimize the
intake port design for better breathing performance of the
engine. Volumetric efficiency is expected to increase if
the optimum mass flow rate is achieved in the
combustion chamber. Virtual flow bench is the best
evaluation technique to validate the CFD analysis, so
that the time required for the product design can be very
well reduced. Flow bench test rig is compared with the
CFD virtual analysis results. The calculation is carried
out for different stage of valve lift [5].
International Journal of Marine Engineering Innovation and Research, Vol. 4(1), Jun. 2019. 32-41
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Henry. [3] In research on the study of variable valve
lift on the gas engine with the title "Study of Variable
Valve Lift on Gas Engine With Based on Simulation" by
Laurensius Henry modifying gas engine 6 cylinder with
specifications bore diameter 117 mm, stroke 175 mm,
and a compression ratio of 14.5 modified openings the
maximum valve which originally defaulted 11.1 mm, 1.5
times more in the amended to the valve 16.65 mm, 2-fold
at 22 205 mm, and 2.5-fold at 27.7 mm. From these
studies, it is known that the higher the valve then the
resulting higher. But to the valve 2.5-fold average
decreased power. From the conclusions obtained in the
study, stretcher explained that the magnitude of the valve
opening is right or most effective was 11.1 mm as the
default mode and 22.2 mm as 2.0x mode. But the lack of
such studies has not been analyzing the incoming airflow
and stress on the camshaft due to variations in the valve.
Hu et al [6] Determine variable valve lift (VVL)
mechanism for a diesel engine is proposed in their
research. The hydraulic mechanism, which consists of a
driving plunger, a driven plunger, a hydraulic cylinder,
and a hydraulic oil tank, is the key part of the VVL
mechanism. Simulation is conducted to study the
relationship between maximum valve lift and rotation
angle of the driving plunger.
Lakshman et al. [7] Fluid flow dynamics inside an
engine combustion cylinder plays an important role in
air-fuel mixture preparation. This enables better cylinder
combustion, engine performance, and efficiency. An
attempt is made in this paper to simulate 3D air motion
without fuel combustion using the in Cylinder model of
the software ANSYS Fluent.
Yogesh et al. [8] in this paper the In cylinder cold
flow CFD simulation of four-stroke petrol engine using
the hybrid approach of ANSYS Fluent. The simulation is
carried out using parameter and journal files which is a
symmetry geometry. A dynamic motion was visualized
and velocity magnitude is plotted for crank angle starting
from 0 to 720. The engine is simulated for half cylinder
cycle. The In cylinder data file is write displaying swirl
and tumble for zones of fluid-ch and fluid-piston-layer.
The text file is written in the working directory
containing swirl, x-tumble, y-tumble and moment of
inertia as a function of CA.
Semin et al. [9] determine the internal combustion
simulation methodology using CFD. They have
developed intake and exhaust stroke simulation in 3D
using STAR-CD computational fluid dynamics.
Semin et al. [10] Determine the simulation and
computational development of modeling for the research
use the commercial of GT-SUITE 6.2 software. In this
research, the one-dimensional modeling of a single
cylinder for four-stroke direct injection diesel line
developed. The analysis of the model is the combustion
performance process in the engine cylinder. The model
simulation covers the full engine cycle consisting of
intake, compression, power, and exhaust.
Martinas et al. [11] Determine simulation on IC
engine with CFD analysis using ANSYS cold flow
simulation. cold flow study on IC is targeting the process
of identifying and improving the fluid flow inside the
ports and the combustion chamber. This is only the base
for an optimization process targeting to increase the
volume of air accessing the combustion space and to
33
increase the turbulence of the air at the end of the
compression stage. One of the first conclusions will be
that the valve diameter is a fine tradeoff between the
need for a bigger diameter involving a greater mass of air
filling the cylinder and the need of a smaller diameter in
order to reduce the blind zone. Here there is room for
optimization studies. The relative pressure indicates a
suction effect coming from the moving piston.
Agung et al. [12] Analyzing air and gas flows at the
intake cone and exhaust manifold by using CFD pressure
and fluid velocity on the combustion air system from the
diesel engine design of 93.2 kW have been analyzed
using CFD.
Gazhal et al. [13] In this investigation a newly
designed gear drive mechanism that controls the intake
valve opening (IVO) and closing (IVC) angles is studied.
The control scheme is based on maximizing the engine
brake power (P) and specific fuel consumption (BSFC)
at any engine speed by continuously varying the phase
between the camshaft angle and the crankshaft angle. A
single-cylinder engine is simulated by the “LOTUS”
software to find out the optimum phase angle for
maximum power and minimum fuel consumption at
given engine speed. A mechanism is a planetary gear
drive designed for precise and continuous control. This
mechanism has a simple design and operation conditions
which can change the phase angle without limitation.
Semin et al. [14] This study presents experimental
results for air flow investigating in the intake and
exhaust flow port of four-stroke direct injection diesel
engines. The airflow measurements and calculation are
shown for various pressures, valve Lift per Diameters
(L/D) ratio conditions at the intake port pipe to cylinder
and cylinder to exhaust port pipe geometries. The result
showed that the increasing pressure input in port flow on
fixed valve L/D can increase the air flow through the
engine cylinder.
Semin et al. [15] The research describes the
Computational Fluid Dynamic (CFD) analysis technique
to predict in-cylinder flow on the scavenging process.
The modeling of three-dimensional solid of scavenging
model was developed using solid work computer-aided
design software. The Three-dimensional model is
imported to the GAMBIT to generate meshes approaches
using unstructured tetrahedral and layered hexahedral
elements simulated from Top Dead Center (TDC) of
crank angle.
Mahesh et al. [18] determine the Stress simulation
metodology using FEM. They have developed camshaft
stress with some material. They are designed camshaft
by numerical calculations there after it is designed by
using modelling software CATIA and CAE (Structural)
analysis is carried out in ANSYS-WORKBENCH by
varying three different materials castiron, carbon steel
and almmc to investigate which material will give best
performance for camshaft.
Anil et al. [19] In this paper analyzes the camshaft
with FEM (finite element analysis) with various
materials. The main aim of this work is to find the cam
stress, strain and total deformation values. Then with the
use of CATIA three-dimensional model of the cam shaft
is obtained. Once the CAD model is obtained, modal
analysis is performed on CAM SHAFT by applying Cast
International Journal of Marine Engineering Innovation and Research, Vol. 4(1), Jun. 2019. 32-41 34
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Iron material, Aluminium Alloy, and Billet steel II. METHOD
material. In this work, a camshaft is designed for multi-
cylinder engine and 3D-model of the camshaft is A. Internal Combustion Engine Modeling
demonstrating using modeling software CATIA V5 R18. The modeling engine based on data obtained from
The model created in CATIA V5 R18 is transported into Modeling Combustion Software. The modeling is done
ANSYS 14.5. by drawing Bore diameter, the depiction of the intake
In some studies, it is known that variable valve lift valve, exhaust valve, pipe diameter intake, and exhaust
affects the air supply resulting in greater power to the pipes depiction. Shown in figure 1 and figure 2.
valve deeper. However, further research on fluid flow Data retrieved by default simulation engine derived
and stress at the entrance of the gas engine camshaft from the Combustion software:
caused by variable valve lift remains to be done. In this
study will be analyzed the incoming fluid flow and stress 1) Number of Cylinders: 6
on the camshaft happens to a gas engine that uses 2) Bore: 117 mm
Variable Valve Lift. Analysis of flow and stress on the 3) Stroke: 175 mm
camshaft is done in 3D using a drawing on Solidwork 4) Compression ratio: 14.5
and INVENTOR software and analyze the incoming 5) Intake Diameter: 55 mm
airflow and stress with ANSYS software based on the 6) Intake Length: 80 mm
simulation. 7) Intake Valve Diameter: 60 mm

Figure. 1. Engine simulation

Figure. 2. Internal combustion engine model

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B. Modeling Parameters = (9)

Ajoko et al. [31] In order to carry out an accurate
modeling process with the modeling tool, some
performance parameters for the intake port are analyzed C. Simulation of Air Intake
with the aid of the governing equations below for the At the inlet air simulation using CFD software with
inlet port as expressed in equations: 3.35 bar of pressure input and the wall temperature of
450 °K. In this simulation selected material incoming air
is an ideal gas with a density of 1,225 kg / m ^ 3. Then
(1) vary the valve opening at the design point, in this process
will be modified valve lift that will occur in the
(2) calculation of the future that is 11.1 mm, 16.65 mm, and
(3) 22.205 mm, and 27.7 mm in the future this study will be
compared to the velocity and mass air flow to the valve
A= (4) mentioned the next stage, namely running computer
calculation which aims to analyze the flow of fluid
= (5) through the input that has been put up iterations
completed so that the data obtained are convergent.
Calculation results can be shown on the post. The results
obtained can be either numerical data or visual data. The
(6) data obtained will be used as an analysis speed and mass
air flow when the intake air in accordance with the
Swirl Ratio = (7) variation of the valve. Air flow simulation shown in
figure 3.
CA = (8)

Figure. 3. Air flow simulation result

D. Camshaft Modeling
Camshaft modeling was done using solid work
software shown in figure 4. Where camlobe
modifications on the conditions of high valve lift with
the addition of the distance between the central axis to
the end camlobe. Then save the file in a format (.igs) that
can later be read by software Ansys when the geometry
is included as geometry analysis. Table 1 shown the
camshaft dimensions for modeling.

TABLE 1.
CAMSHAFT DIMENSIONS
Parts Dimensions (mm)
Shaft Diameter 25
Shaft Length 794
Camlobe Diameter 42
Width 18
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Figure. 4. Camshaft modeling

E. Camshaft Stress Simulation

To simulate the stress found in the forces acting on structural stress and deformation on the camshaft. In the
the spring. Data obtained from the force acting on the analysis of structural steel was used as the test material.
force simulation spring in the valve train software. Then Table 2 shown the results of stress simulation.
perform simulations on FEM Software to analyze

TABLE 2
FORCE ON SPRING
Lift (mm) Force (N) K (N/mm)
11.1 372.7 46.6
16.65 1551.78 46.6
22.205 2069.506 46.6
27.7 2581.64 46.6

III. RESULTS AND DISCUSSION

A. Result of Air Intake Simulation
Figure 5 it can be seen that the addition of the valve enters the chamber. To the valve, lift can reach 22.205
lift is increasingly influencing the velocity of the intake mm average airspeed of 27.665 m/s. But decreased to the
air. The deeper the valve sooner the average air flow that valve 27.7 mm to 26.205 m/s.
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Figure. 5. Velocity Average VS Valve Lift

Figure 6 known to affect the valve mass flow of air has the greatest value to the valve 27.7 mm with a mass
coming into the chamber. Increasingly in the valve lift, air flow of 0.046 kg/s.
the incoming air mass will be higher as well. Air mass

Figure. 6. Mass Flowrate VS Valve Lift

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B. Result of Stress Simulation
Figure 7 until figure 10 shown the variation of variation can know the effect to the engine.
opening valve, with opening 11.1 mm, 16,65
mm, 22,205 mm and 27,205 mm. From the

Figure. 7. Stress on Opening Valve 11.1 mm

Figure. 8. Stress on Opening Valve 16.65 mm

Figure. 9. Stress on Opening Valve 22.205 mm

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Figure. 10. Stress on Opening Valve 27.205 mm

From the simulation results depicted in graphic form as

follows and shown in figure 11 and figure 12.

Figure. 11. Stress VS Valve Lift

International Journal of Marine Engineering Innovation and Research, Vol. 4(1), Jun. 2019. 32-41
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Figure. 12. Deformation VS Valve Lift
Figure 11 the maximum stress has the greatest value
on the condition of the valve lift 27.7 mm which is equal
to 20.385 MPa. As this happens the compressive force
on the camshaft is also great that stress will be even
greater.
IV. CONCLUSION
From airflow simulations are concluded that the valve
openings affect the velocity and mass flow rate of the
incoming airflow. The more in the valve open the mass
of air flow and the air velocity of the inlet increases but
decreases the air velocity at the maximum opening valve
at 27.205 mm. The stress conditions affecting the
camshaft are influenced by the magnitude of the
compressive forces caused by the deeper valve openings.
So the more in the opening valve then the force and
stress will be greater. From the simulation, the most ideal
valve openings combination are at low valve lift
openings 11.1 mm and at high valve lift openings 27.205
mm. Because at the 27.205 mm of opening valve lift has
the greatest mass flowrate.
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