COLD FLOW SIMULATION OF 4 STROKE PETROL

ENGINE

Author(s)
Fahad Mehmood 18-ME-063
Mubashir Sultan 18-ME-089
Talha Adeel 18-ME-100
Muhammad Azeem Sheikh 18-ME-133

Advisor

Azhar Hussain

Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

FACULTY OF MECHANICAL & AERONAUTICAL ENGINEERING
UNIVERSITY OF ENGIEERING AND TECHNOLOGY
TAXILA

August 2022
 COLD FLOW SIMULATION OF 4 STROKE PETROL
ENGINE

Author(s)
Fahad Mehmood 18-ME-063
Mubashir Sultan 18-ME-089
Talha Adeel 18-ME-100
Muhammad Azeem Sheikh 18-ME-133

A Final year project submitted in partial fulfillment of the requirements for the degree of

B.Sc. Mechanical Engineering

Project Advisor

Azhar Hussain

Assistant Professor

Neutral Examiner Signature: ___________________________________________

Project Advisor Signature: ____________________________________________

DEPARTMENT OF MECHANICAL ENGINEERING

FACULTY OF MECHANICAL & AERONAUTICAL ENGINEERING
UNIVERSITY OF ENGINEERING AND TECHNOLOGY
TAXILA
August 2022
i
 ABSTRACT

Cold Flow Simulation of 4 Stroke Petrol Engine

In this work, we employ a computational fluid dynamics (CFD) simulation of a single cylinder

of a 4-stroke engine operating at a constant speed in the cold flow state. Engine simulation is

started from the start of expansion stroke followed by the exhaust valve opening (EVO) for

exhaust stroke. Then Intake valve opening (IVO) occurs followed by air flow during intake

stroke. Air is compressed as piston moves towards top dead center (TDC). Fluent's motorised

engine simulations used the K-epsilon turbulence model with the default wall treatment.

An engine's air-fuel mixture is crucial to its operation, and its preparation is heavily influenced

by the fluid dynamics occurring within the combustion cylinder. Using finite element analysis,

the dynamics of the flow inside the cylinder at minimum valve lift have been examined. The

magnitude of the velocity is plotted versus the crank angle to provide a visual representation

of the dynamics of motion, which ranges from 0 degrees to 730 degrees. Finally, we compare

the speeds and crank angles at different valve lifts.

Keywords: Intake valve opening, crank angles, K-epsilon, valve lift, turbulence model,

Motored engine operation.

ii
 UNDERTAKING
The senior project titled "Cold Flow Simulation on 4 Stroke Petrol Engine" is entirely our

original creation. There has been no previous evaluation of this work. All outside contributions

have been properly cited or acknowledged.

Muhammad Azeem Sheikh Talha Adeel

18-ME-133 18-ME-100

Mubashir Sultan Fahad Mehmood

18-ME-89 18-ME-63

iii
 ACKNOWLEDGEMENT
We are extremely thankful to our final year project supervisor, Dr. Azhar Hussain for his

continuous interest, valuable guidance and encouragement that enabled us to continue the

work in good pace. We are also thankful to all our respectable teachers and fellows who

motivated us for this novel work. Additionally, we are extremely thankful to our families who

encouraged us and gave us mental peace so that we can continue to do our work with no

worries.

iv
 Table of Contents

ABSTRACT .............................................................................................................................ii

ACKNOWLEDGEMENT ..................................................................................................... iv

NOMENCLATURE ................................................................................................................ x

CHAPTER 1 ............................................................................................................................. 1

Introduction ............................................................................................................................. 1

1.1 Internal Combustion Engine....................................................................................... 1

1.2 Types of Internal Combustion Engine ....................................................................... 3

1.2.1 Basic Design ....................................................................................................... 3

1.2.2 Types of Ignition ................................................................................................. 3

1.2.3 Engine Cycle ....................................................................................................... 3

1.3 Components of IC Engines ........................................................................................ 4

1.3.1 Cylinder............................................................................................................... 4

1.3.2 Cylinder head ...................................................................................................... 4

1.3.3 Piston and Piston Rings ...................................................................................... 5

1.3.4 Connecting rod .................................................................................................... 6

1.3.5 Crankshaft ........................................................................................................... 6

1.3.6 Crank Case .......................................................................................................... 7

1.3.7 Flywheel .............................................................................................................. 8

1.4 K-epsilon Turbulence Model ..................................................................................... 8

1.5 Introduction to Cold Flow .......................................................................................... 9

v
 1.6 Problem Statement ................................................................................................... 11

1.7 Aim and Objectives .................................................................................................. 11

1.8 Organization of Thesis ............................................................................................. 12

CHAPTER 2 ........................................................................................................................... 13

Literature Review ................................................................................................................. 13

2.1 IC Engine with Different Lengths of Connecting Rod ............................................ 13

2.2 Cold flow simulation of an internal combustion engine with vertical valves using

layering approach ................................................................................................................ 13

2.3 A Computational Fluid Dynamics Study of Cold-flow Analysis for Mixture

Preparation in a Motored Four-stroke Direct Injection Engine .......................................... 14

2.4 CFD Analysis of Internal Combustion Engine ........................................................ 15

2.5 Numerical Simulation of Cold Flow Analysis of Internal Combustion Engine with

Double-Lobed Piston Head ................................................................................................. 15

2.6 Computational fluid dynamic parametric investigation of cold flow simulation for

internal combustion engine ................................................................................................. 16

CHAPTER 3 .......................................................................................................................... 18

Simulation Procedure ........................................................................................................... 18

3.1 Experimental Methodology ...................................................................................... 18

3.2 Geometry .................................................................................................................. 18

3.3 Meshing .................................................................................................................... 20

3.4 Boundary Conditions................................................................................................ 21

vi
CHAPTER 4 ........................................................................................................................... 22

Simulation Results................................................................................................................. 22

4.1 Velocity Contours at 0.5 mm Valve Lift: ................................................................. 22

4.2 Valve Lifts Profiles .................................................................................................. 27

CHAPTER 5 ........................................................................................................................... 28

Conclusion.............................................................................................................................. 28

Future Recommendations .................................................................................................... 29

References .............................................................................................................................. 30

vii
 LIST OF FIGURES

Figure 1.1: Clinder (Sundar, 2018) ........................................................................................... 4

Figure 1.2: Cylinder Head (CADskool, 2015) .......................................................................... 5

Figure 1.3: Piston and Piston Rings (The Engineer, 2020) ....................................................... 5

Figure 1.4: Connecting Rod (MD lyas, 2021) .......................................................................... 6

Figure 1.5: Crankshaft (MD lyas, 2021) ................................................................................... 7

Figure 1.6: Crankcase (Engineering and Computer Solution, 2017) ........................................ 7

Figure 1.7: Flywheel (Yousef, 2021) ........................................................................................ 8

Figure 3.1: Simulation Steps ................................................................................................... 18

Figure 3.2: Engine Assembly .................................................................................................. 19

Figure 3.3: IC Engine Meshed Model ..................................................................................... 20

Figure 3.4: Velocity Contours at 3.75° ................................................................................... 22

Figure 3.5: Velocity Contours at 90° ...................................................................................... 22

Figure 3.6: Velocity Contours at 182.5° ................................................................................. 23

Figure 3.7: Velocity Contours at 272.5° ................................................................................. 23

Figure 3.8: Velocity Contours at 361.25° ............................................................................... 24

Figure 3.9: Velocity Contours at 450° .................................................................................... 25

Figure 3.10: Velocity Contours at 540° .................................................................................. 25

Figure 3.11: Velocity Contours at 632.5° ............................................................................... 26

Figure 3.12: Velocity Contours at 730° .................................................................................. 26

Figure 3.13: Valve Lift Profiles at Various Crank Angles ..................................................... 27

Figure 3.14: Valve Lift Profiles at Various Crank Angles w.r.t piston movement ................ 27

viii
 LIST OF TABLES

Table 3.1: Engine Specifications ............................................................................................ 19

Table 3.2: Boundary Conditions ............................................................................................. 21

ix
 NOMENCLATURE
Abbreviations

A/F: Air-Fuel Ratio

BDC: Bottom Dead Center

CA: Crank Angle

CFD: Computational Fluid Dynamics

EVC: Exhaust valve Closing

FEA: Finite Element Analysis

ICE: Internal Combustion Engines

IVO: Intake Valve opening

SI: Spark Ignition

TDC: Top Dead Center

x
 CHAPTER 1

Introduction
1.1 Internal Combustion Engine

Internal combustion engines are heat engines that transfer the chemical energy stored in

fuel into mechanical motion. The gases inside the engine are heated and pressurised by this

thermal energy, and the expanding, high-pressure gas works against the engine's

mechanical components. The output of the engine is a revolving crankshaft, which is

caused by the expansion of the pistons [1].

Internal Combustion (IC)

The combustion that takes place inside a combustion chamber.

• Spark Ignition (SI)

Ignition where a spark plug is used to ignite the fuel/air mixture at the beginning of each

combustion cycle.

• Compression Ignition (CI)

A type of internal combustion engine wherein the air-fuel combination ignites

spontaneously due to the high temperature produced by the compression.

• Top-Dead-Center (TDC)

Maximum distance the piston can be from the crankshaft.

• Bottom-Dead-Center (BDC)

Place where the piston is farthest from the crankshaft.

1
 • Direct Injection (DI)

Injection of fuel into an engine's primary combustion chamber prior to ignition.

• Bore

If the space is disregarded, the cylinder diameter and the piston face diameter are the same.

• Stroke

Piston travels linearly from top dead center (TDC) to bottom dead center (BDC) or vice

versa within the cylinder.

• Clearance Volume

When the piston is at TDC, the combustion chamber has the least amount of space

available.

• Displacement Volume or Swept Volume

In a piston engine, the volume sweep by the piston as it travels through the cylinder during

a single stroke.

𝑉𝑠 = 𝐴 × 𝐿 (1.1)

• Cylinder volume (V)

The overall volume of such cylinder.

𝑉 = 𝑉𝑠 + 𝑉𝑐 (1.2)

• Air-Fuel Ratio (A/F)

A measure of the air-to-fuel ratio of the engine.

𝑣𝑠
𝑟 = 𝑣𝑐 (1.3)

2
1.2 Types of Internal Combustion Engine

1.2.1 Basic Design

• Reciprocating

Pistons in an engine can move back and forth within one or more cylinders. Each

cylinder's closed end houses the combustion chamber. Mechanical connection between

the pistons and the output crankshaft allows for the transmission of rotational motion.

• Rotary

The rotor and crankshaft of a rotary engine are enormous and not concentrically

arranged in the engine's block, called the stator. Internal to the solid block are the

combustion chambers.

1.2.2 Types of Ignition

• Spark Ignition (SI)

A spark plug, which provides a high-voltage electromagnetic pulse between two electrodes,

ignites the mixture with air in the combustion process at the beginning of each cycle of a

spark ignition (SI) engine.

• Compression Ignition (CI)

A type of internal combustion engine where the air-fuel combination ignites on its own due

to the high temperatures reached there from the intense compression.

1.2.3 Engine Cycle

• Four-Stroke Cycle

In a four-stroke cycle, the crankshaft rotates twice for every four strokes of the piston.

3
 • Two-Stroke Cycle

Each piston stroke in a two-stroke cycle corresponds to one crankshaft rotation.

1.3 Components of IC Engines

1.3.1 Cylinder

The primary component of an engine, inside of which the piston makes its reciprocating

motion. It needs to be able to endure temperatures of over 2000 degrees Fahrenheit and

pressures of over 50 bars. The cylinder is typically composed of cast iron.

Figure 1.1: Cylinder (Sundar, 2018)

1.3.2 Cylinder head

Inlet and exhaust valves, spark plugs, and injectors are protected by this cap, which fits

over the cylinder head.

4
 Figure 1.2: Cylinder Head (CADskool, 2015)

1.3.3 Piston and Piston Rings

During operation, it transfers the power generated by the charge (air fuel combination)

combustion to that same connecting rod. The typical material is an aluminium alloy, which

has strong strength and heat conductivity at elevated temperatures.

Figure 1.3: Piston and Piston Rings (The Engineer, 2020)

Rings for pistons are housed in groves cut onto the piston's outer surface and are forged

from steel alloys that maintain their elasticity even when heated. There are two distinct

5
kinds of rings: compression rings and oil rings. The compression ring is the top ring of the

piston, and its function is to seal the combustion chamber so that exhaust gases don't seep

down into the engine. The oil ring is a bottom ring that forms a tight seal to stop oil from

leaking into the cylinder.

1.3.4 Connecting rod

In the working stroke, it transforms the piston's reciprocating action into the crank shaft's

circular motion. Gudgeon pin attaches the shorter end of the connecting rod to the piston,

whereas crank pin fastens the longer end to the crank. Connecting rods are typically made

of specialized steel alloys or aluminium alloys.

Figure 1.4: Connecting Rod (MD lyas, 2021)

1.3.5 Crankshaft

With the help of the connecting rod, it transforms the piston's reciprocating motion into a

rotary one. When making a crankshaft, manufacturers rely on specific steel alloys. The

crank is the eccentric component.

6
 Figure 1.5: Crankshaft (MD lyas, 2021)

1.3.6 Crank Case

It contains the cylinders and crankcase of the internal combustion engine and serves as the

engine's oil sump.

Figure 1.6: Crankcase (Engineering and Computer Solution, 2017)

7
1.3.7 Flywheel

It is a big wheel that is attached to the crankshaft and is used to keep the same speed. It

operates by accumulating energy that isn't used during the engine cycle and using it during

the next stroke.

Figure 1.1: Flywheel (Yousef, 2021)

1.4 K-epsilon Turbulence Model

Mean velocity profiles for complex flow conditions are typically simulated using the K-

epsilon (k-) turbulence model in computational fluid mechanics (CFD). A two-equation

model, it provides a broad description of turbulence by way of a pair of equation of motion

(partial differential equations, PDEs).

8
Many of the terms in the precise k- equations are unobservable or unmeasurable. The

standard k- turbulence model is chosen because it is based on our current knowledge of the

relevant mechanisms, reduces the number of variables that need to be accounted for, and

provides a set of equations that can be employed in a wide variety of turbulent contexts.

For turbulent kinetic energy k

(1.4)

For dissipation

(1.5)

Where:
𝑢𝑖 = stands for the vector component of velocity in the given direction.

𝐸𝑖𝑗 = expresses a factor in the rate of deformation.

𝜇𝑡 = is a symbol for the viscosity of an eddy
𝝆𝑪𝝁 𝒌𝟐
𝝁𝒕 =
𝜺
1.5 Introduction to Cold Flow

Pistons went through similar changes as engines did. They shrank in size and weight. As

the cylindrical shaft of the piston, the smaller skirts are used. Pistons composed of

aluminium alloys, which include more silicon than previous pistons, have less thermal

expansion and better heat resistance. The most modern approach to enhancing piston

design is to employ a variety of piston crowns or tops, the part that is exposed to

9
combustion as well as the part which enters the combustion process. While traditional

pistons were flat, modern designs often have a bowl at the top that has a noticeable impact

on the combustion process. The piston bowl plays a crucial role in diesel engines. Since

diesel engines lack a spark plug and ignition system, the combustion chamber might well

be formed by the top of the piston. The direct injection systems that use pistons with a

variety of crown shapes are becoming increasingly commonplace in both diesel - powered

engines.

Analyzing the engine's cold flow requires simulating the airflow and, perhaps, the fuel

injection throughout the engine's transient cycle without the inclusion of any reactions.

Capturing the process of mixture generation requires considering the flow behavior of

induction as well as the interaction of the moving geometry. As the intake and exhaust

valves open and close, we can observe the varying properties of the airflow jet which slides

down into the cylinder containing swirl and the turbulence creation from swirl as well as

tumble because of compression and squish.

For this simulation, the valve lift parameter is used. The magnitude of the velocity is shown

versus the crank angle for a range of 0° to 720°, providing a visual representation of the

dynamics of the motion. Fluid and pistons layer turbulence and turbulence are visualized

in a simulation of the engine. Text files with the values for swirl, x-tumble, y-tumble, as

well as moment of inertia can be found in the working directory. The literature review

reveals that there is a significant time commitment involved in resolving such issues, and

that experimental research are more costly than computational ones. Additionally, CFD

algorithms are utilized for simulation, and the results of the simulation are compared to

10
those of the experiments. The efficiency of the engine is the main concern; hence efforts

are made to make these engines as efficient as possible.

1.6 Problem Statement

Investigations on the cold flow of IC focus on tracing and optimizing the movement of

fluids within the ports and combustion chamber. Improved engine combustion,

productivity, and efficiency can be attained with the proper preparation of the air-fuel

mixture, which is facilitated by the emergence of swirl and tumbling flows due to the fluid

flow dynamics. These two variables are representative of the fluid flow behaviors that take

place inside the combustion chamber, which affect the air streams entering the cylinder

during the intake stroke and considerably improve the mixing of fuel and air during the

compression stroke.

With the help of finite element analysis, the dynamics of the flow within the cylinder are

examined to determine the optimum valve lift. Dynamic motion is displayed, and velocity

amplitude is plotted over different operating point from 0° to 730°. The next step is a

comparison of the speeds and crank angles at different valve lifts.

1.7 Aim and Objectives

Our aim is to visualize the fluid flow inside the engine cylinder.

• Making use of Solid Works and ANSYS FLUENT to model an internal combustion

engine.

• For use in a Finite Element Analysis (FEA) investigation of cylinder flow dynamics at

varying valve lifts.

11
1.8 Organization of Thesis

The four sections of this study cover various topics. In this first chapter, we'll go into the

basics of what an ICE is and where they came from. A comprehensive literature evaluation

of a turbocharger is presented in Chapter II. As promised, the project's methodology is

detailed in Chapter III. The findings and evaluation of the project are presented in Chapter

IV.

12
 CHAPTER 2

Literature Review
This chapter is mostly focused on our project's literature review. The following study

focuses on the most significant advancements achieved by numerous researchers in the

field of internal combustion engines.

2.1 IC Engine with Different Lengths of Connecting Rod

When the air-fuel combination in an internal combustion is being burned, turbulence can

be significantly amplified by the presence of spinning flow, or swirl. Thus, it is possible

that thermal efficiency will improve because of this [1]. Adjusting the length of the

connecting rod affects the amount of swirl. By simulating the swirl ratio at various engine

speeds and connecting rod lengths in ANSYS FLUENT, meaningful curves can be

obtained (high and low). Using the ANSYS IC Engine software, you can see how the air

is moving dynamically and how fast it's going from 0 degrees to 720 degrees of crank

angle. Finally, we examine the swirl ratios found for various connecting rod lengths at a

given engine speed.

2.2 Cold flow simulation of an internal combustion engine with vertical

valves using layering approach

Any improvement to an internal combustion engine is driven by two main factors: meeting

pollution limits and improving fuel efficiency. Optimization of the valves, piston bowl,

and intake exhaust ports is crucial for improving combustion and mixture generation and

enhancing in-cylinder flow. CFD is used to shorten the iteration cycle of design

13
optimization (CFD). Flow bench testing experiments are becoming less popular due to their

high cost and lengthy run times. A multi-cylinder diesel engine's performance and

emissions are influenced by several factors, one of which is the air flow inside the intake

manifold. When examining IC from a cold flow perspective, researchers are looking to

pinpoint and optimize the fluid flow within the ports and combustion chamber [2]. This is

just the beginning of an optimization process that will aim to boost airflow into the

combustion chamber and boost air turbulence after compression. Among the first things to

be determined is that there is a delicate balance between the requirement for a larger

diameter, which would need a greater quantity of air to fill the cylinder, of the need for a

smaller diameter, which would lower the blind zone. Research into methods of

optimization could be useful here. When compared to the ambient pressure, the pistons

forward motion has a suction effect. When the inlet port is rounded off and the piston's

diameter is increased, the aerodynamic impedance of the geometry decreases, and the

pressure differential between the inlet port and the piston face decreases. Even in this case,

additional optimization is possible.

2.3 A Computational Fluid Dynamics Study of Cold-flow Analysis for

Mixture Preparation in a Motored Four-stroke Direct Injection

Engine

This research presents the results of a Computer Simulation Dynamics (CFD) simulation

that analyses the impact of the piston crown on the flow field within the combustion

process of a four-stroke direct fuel injection automobile engine under driving conditions.

The shape of the piston is analyzed to see how it affects the fluid's flow properties. An

14
improved engine's combustion, performance, as well as efficiency can be achieved through

careful manipulation of the air-fuel mixture, which is where the dynamics of the fluid flow

comes into play in the form of swirl and tumble flows. These two variables are

representative of the fluid flow behaviors that take place within the combustion chamber;

they affect the air streams entering the cylinder during the intake stroke and considerably

improve the mixing of air - fuel during the compression stroke. The CFD code was used to

do the numerical computations in a single 1.6 L cylinder of a 4-stroke direct fuel injection

engine operating at full throttle. Swirl and tumble flows created during the intake as well

as compression stroke were compared between two piston bowls at a considered engine

speed of 2000 rpm. To optimize the combustion process and the engine's performance, the

findings of the numerical analysis can be used to investigate the homogeneity of the

structure of the air-fuel mixture [3].

2.4 CFD Analysis of Internal Combustion Engine

To study as well as estimate the characteristics stream under normal operating conditions

of octane fuel to respect to crank angle at a constant rpm [4], the fluid flow on the inside

of a single cylinder of a Hyundai-type spark ignition engine was modelled based on a

simulation analysis using ANSYS with a dynamic mesh technique. With the continuity

equation (continuity, Reynolds's average Navier Stoke, as well as the energy equation)

solved, this work simulated the input, compression, expansion, as well as exhaust strokes,

as well as the combustion process.

2.5 Numerical Simulation of Cold Flow Analysis of Internal

Combustion Engine with Double-Lobed Piston Head

15
Cost-effective environmentally friendly cars are in high demand because of their potential

to significantly cut down on air pollution [5]. Cars and their technological breakthroughs

are here to stay, and we must not stand in the way of progress. Reducing harmful emissions

is the sole way to address the issue of air pollution, and this may be accomplished by

introducing new, cutting-edge engine designs that can produce a fully combustion. To

achieve more efficient in-cylinder air flow pattern (Tumble and Swirl), turbulence, and air-

fuel mixing in an internal combustion engine (IC), the authors of this research propose a

new twofold piston head design. Using numerical modelling of cold flow analysis, the in-

cylinder airflow patterns formed during the intake stroke and the injection pressure of this

newly designed IC engine were examined and compared to those of traditional flat piston

head engines. Because the tumble did not alter, we may conclude that the arrangement of

the piston head has no significant impact on the tumble. Nonetheless, the swirl increases

by 66.67 percent during the intake stroke and by 91.47 percent even during compression

stroke. The increased turbulence caused by the swirl improves the combustion efficiency

of the engine. These findings validated that a double piston head configuration's claimed

ability to improve engine performance while simultaneously decreasing emissions.

2.6 Computational fluid dynamic parametric investigation of cold flow

simulation for internal combustion engine

In this paper, we employ a simulated engine to investigate the effects of cold flow on an

internal combustion engine using a computational fluid dynamics system that is tightly

coupled with ANSYS [6]. The ability to provide optimal flow conditions, such as a high

discharge coefficient, an optimal swirl ratio, and an optimal tumble ratio in each engine

16
can improve engine power and comfort while also lowering fuel consumption, exhaust

emissions, and noise levels. To examine the impact of valve lift and valve orientation on

fluid flow inside the cylinder, a simulation was developed and applied to a geometry with

the following dimensions: 100mm cylinder bore, 100mm stroke length, 30mm inlet valve

diameter, 20mm exhaust valve diameter, 2mm valve seat length, an inclination of 28

degrees from vertical, 10mm valve guide diameter. A moving geometry, a flowing

airstream, and no fuel injectors or reactions characterize a cold flow study of an engine

cycle. The swirl and tumble ratios derived from the simulation study serve as a visual

representation of the flow parameters.

17
 CHAPTER 3

Simulation Procedure
To simulate and evaluate the fluid flow behavior in internal combustion engine, we are

using Fluid Flow (Fluent)) Analysis system in ANSYS along with computational fluid

Dynamics (CFD) on its back. To obtain all relevant results, simulation was performed

using the CFD solver.

3.1 Experimental Methodology

Figure 3.1: Simulation Steps

3.2 Geometry

Geometry for combustion chamber (cylinder) has been designed using SolidWorks 2018.

Following are the specifications of the design.

18
 Table 3.1: Engine Specifications

Specifications of Engine Model

Engine Type Petrol Engine

Number of Strokes 4

Connecting rod length 144.3 mm

Crank Radius 45 mm

Minimum Lift 0.2 mm

Engine Speed 2000 rpm

Figure 3.2: Engine Assembly

The IC Engine's qualities were calculated using a Finite Element Analysis. For the meshing

analysis, the model was loaded into the Finite Element processing tool ANSYS MESH.

19
For further analysis, the model was transferred into the Finite Element solver ANSYS

FLUENT.

3.3 Meshing

By applying the decomposed geometry, a mesh can be created (Each part of the geometry

is well defined). The IC Engine seamlessly blended tool facilitates the generation of a mesh

for such IC Engine solver with minimal input from the user. In the deconstructed file,

names are elected to be used as zone identifiers. Useful for establishing fundamental mesh

controls A volume can be decomposed into even smaller volumes. Each of these

components is then meshed separately. Crank angle causes expansion and contraction of

the combustion chamber, necessitating the usage of dynamic meshing.

Figure 3.3: IC Engine Meshed Model

20
3.4 Boundary Conditions

ANSYS FLUENT is used to compute the answers by incorporating boundary conditions

and the properties of the materials being studied. Both the valve lift profile and the

boundary conditions from Table 2 are in effect.

Table 3.2: Boundary Conditions

Type Zones Values

In valve1-stem, In valve
Wall (in-valve1) 300 K
1-ob, Invalve 1-ch, Invalve 1-ib

Exvalve1-stem, Exvalve
Wall (ex-valve1) 300 K
1-ob, Exvalve 1-ch, Exvalve 1-ib

Wall
Invalve 1-port 300 K
(In-valve port)
Wall
Exvalve 1-port 300 K
(ex-valve-port)

• 2940-time steps were set for computation and simulation for every time step it

comprises of 0.25° of crank angle which will be nearly equal to 720° of operating point

(i.e., 1 complete cycle of four stroke engine) (i.e., 1 complete cycle of four stroke

engine).

• Visualization of dynamic motion was performed, and the magnitude of velocity was

displayed against crank angle from 0 degrees to 730 degrees.

• The analysis produces a contour plot of the magnitude of the velocities at different

intervals of time and crank angles.

21
 CHAPTER 4

Simulation Results
4.1 Velocity Contours at 0.5 mm Valve Lift:

The magnitude velocity contours are shown in Figure 11. There is now a stroke of

expansion. Maximum speed is 0.98m/s, measured at an angle of 3.75 degrees.

Figure 3.4: Velocity Contours at 3.75°

The magnitude velocity contours at 90 degrees are shown in Figure 12. When turning 90

degrees, the fastest speed is 10.6m/s.

Figure 3.5: Velocity Contours at 90°

22
The magnitude velocity contours at 182.5 degrees are shown in Figure 13. Now that the

piston has reached BDC, the exhaust stroke can begin (BDC). The exhaust valve is slightly

ajar, allowing the exhaust of the compressed air fuel mixture. We measured a top speed of

78.9 m/s at an angle of 182.50 degrees.

Figure 3.6: Velocity Contours at 182.5°

The 272.5-degree velocity magnitude contours are shown in Figure 14. At this point, the

exhaust valve is fully open, allowing the exhaust of the air-fuel mixture. The steepest angle

of 272.5 degrees yields the highest speed of 114 meters per second.

Figure 3.7: Velocity Contours at 272.5°

23
At a bearing of 361.25 degrees, the velocity magnitude contours are shown in Figure 15.

As the half-cycle mark is reached, the four-stroke diesel engine is fully operational. TDC

indicates the start of the intake stroke, with the exhaust valve still closed as well as the inlet

valve open. Maximum speed measured was 25.6m/s at an angle of 361.25 degrees.

Figure 3.8: Velocity Contours at 361.25°

At a crank angle of 450 degrees, the contours of velocity magnitude are shown in Figure

16. Given the sudden restriction for the passing jet, the interaction of the jet with the walls

as well as piston head provides unambiguous evidence of a large acceleration. During this

stroke, the turbulence appears to increase in tandem with the fuel content. At 450 degrees,

the highest speed measured was 85.7m/s.

24
 Figure 3.9: Velocity Contours at 450°

Velocity magnitude contours at 540 degrees are shown in Figure 17. Starting with the inlet

valve closed and the exhaust valve closed, the piston will return to top dead center (TDC)

as it compresses the air-fuel mixture inside the cylinder head. At an angle of 540 degrees,

the highest speed measured was 50.1 m/s.

Figure 3.10: Velocity Contours at 540°

The magnitude velocity contours at 632.5 degrees are shown in Figure 18. It appears that

the mixture has reached a consistent state of strong turbulence and mixing at this point.

The peak speed of 16.1 m/s is achieved at an angle of 632.5 degrees.

25
 Figure 3.11: Velocity Contours at 632.5°

The magnitude velocity contours at 730 degrees are shown in Figure 19. At 730 degrees,

the highest speed measured was 7.69m/s.

Figure 3.12: Velocity Contours at 730°

26
4.2 Valve Lifts Profiles

Figure 3.13: Valve Lift Profiles at Various Crank Angles

Figure 3.14: Valve Lift Profiles at Various Crank Angles w.r.t piston movement

27
 CHAPTER 5

Conclusion
The following are the results of a thorough analysis of all four strokes as well as their

impact on air flow within the cylinders:

• The magnitude of the velocity is plotted against the crank angle to provide a visual

representation of the dynamic motion taking place.

• It's been observed that as the valve is lifted, the resulting velocity drops.

• Air mixing and instability inside the combustion chamber are most affected by the

exhaust stroke.

• CFD is a helpful technique for optimizing engine performance characteristics.

28
 Future Recommendations
This paper has repeatedly emphasized the multiple factors that influence the final engine

specs. Using a set of criteria and factors, this study was undertaken, leaving a wide range

of options to be investigated. It is feasible to conduct additional study on this topic using

different engine parameters.

• Engine speed, stroke, bore, pressure proportion - this large number of factors can be

changed and contemplated.

• The engine math configuration has plainly showed that its impact ought not be

underestimated.

• Number of valves, as well as their situating, area and configuration are conceivably

the most troublesome test.

• Valve timing and profile additionally impact stream conduct.

• Port plan ought to be adjusted, to get and give gases the most ideal way.

• Comparison of two different valve lifts for different velocities.

• Design of piston is one of the greatest factors affecting the fluid dynamics inside the

cylinder.

• We can perform combustion simulation which is another domain of IC Engine.

While many more should be considered when building up the solution and developing the

mesh, these examples were only a few. Every day, the breakdown process, meshing, and

solution preparation get noticeably easier. The limitations of an IC engine CFD analysis

include time and cost.

29
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