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ABSTRACT
The application of computational fluid dynamics (CFD) in the study of the performance of the exhaust
process of an internal combustion engine is gaining importance. The study included the effect of various
geometrical parameters, like valve boss height variation, Port height variation, seat angle variation on the
exhaust port performance. The simulation was performed using AVL-FIRE Software with k- turbulence
model. Experiments were conducted on exhaust port flow box to measure the mass flow rate at 4 nondimensional valve lifts. The simulated mass flow rates were validated with experimental values and the
agreement was within 6%. Increase of port height resulted in maximum performance compared to other
parameters. The performance of the port was also evaluated at various pressure drops across the port.
1. INTRODUCTION
The design of the exhaust process in a four-stroke
engine is a challenging task for any engine designer.
Numerous developments have taken place in gas exchange
system design for increased performance under global
regulations. In order to increase the breathing capacity of the
engine it is most important to reduce the resistance for flow
in the port area. Figure (1) shows the geometric parameters of
a poppet valve head and its seat.
Computational fluid dynamics is increasingly employed
in internal combustion engine researches[1]. A parametric
flow study has been presented in this paper at various valve
lifts by considering the following parameters.
1.
2.
3.
4.
5.
flow test. The flow rig consists of flow box or cylinder head,
cylinder liner, pressure tank or settling tank, blower, water
column U-tube manometers and electrical control panel. Air
at room temperature is used as the working fluid. The
schematic diagram of the experimental set up is shown in
Figure 2.
2.1 Flow Box
In order to make the flow box, the wooden of
exhaust port is made using special purpose wood called Ciba
Giagy. This wooden pattern flow box is a very accurate
model of the exhaust port, which incorporates a real valve
and valve seat. The central core of the flow box is made up of
thermosetting resin and outside core (thickness of 10-12mm)
is made up of aluminum for providing strength to the central
resin core and should have exactly flat surfaces after
machining so that air may not leak.
m& theoretica l
A p p
= V 0 1
RT0 p 0
(k 1)
k
2 k p1
k
1
(1)
m&
th e o r e tic a l
= AV
2 p
(2)
p p
0 0
p0
1/ k
(3)
1
(O + )
2
(4)
Po
RTo
(5)
TO = ambient temperature, K
R = gas constant for air, J/kg.K
Av = reference area, m2
P0 = ambient pressure, pa
p = pressure drop, pa
The difference between the compressible and in
compressible equations is very small at low pressure and
hence, the incompressible equation is used throughout the
study.
m&
m&
a c tu a l
th e o r e tic a l
0.055
0.050
0.045
0.040
0.035
0.030
0.025
0.020
0.10
Q& a c t u a l
(7)
Q& t h e o r e t i c a l
0.15
0.20
0.25
0.30
Where,
2
d
4
0.65
0.60
d = orifice diameter, m
V = velocity across orifice, m/s =
2 g h air
2
0.45
0.40
0.25
0.10
0.1 5
0 .2 0
0 .2 5
0 .3 0
= water column, m
4. COMPUTATIONAL ANALYSIS
actual
= AV.V0
2 p
DS 2
4
DS = inner valve seat diameter, m
AV = reference area, m
0.50
0.30
H 2O
0.55
0.35
H O
h air =h H2O 2 -1 , m
O
h H 2O
0.70
Flow Coefficient
A = orifice area, m2
0.75
= 0 A V
+
t
x j
( )
u j
= S
x
j
(8)
0.055
0.050
Mass flow rate (kg/s)
0.045
0.040
0.035
0.030
CFD Simulation
Experiment
0.025
0.020
0.10
0.15
0.20
0.25
0.30
0.55
0.50
0.45
0.40
CFD Simulation
Experiment
0.35
0.30
0.25
0.10
0.15
0.20
0.25
0.30
6 PARAMETRIC STUDY
6.1 Valve Boss Height Change
nf
( ) dV + ( )u dA =
j =1 A f
nf
j =1 A f
dA +
x j
S dV +
(9)
nf
j =1 A f
S dA
45o). But in middle lifts (L/Ds = 0.16 and 0.23) the decrease
in mass
0.060
0.060
0.055
0.050
Mass flow rate (kg/s)
0.050
0.045
0.040
0.035
0.030
Baseline
0.030
0.040
0.020
0.025
0.10
0.15
0.20
0.25
0.30
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.35
0.550
0.540
0.530
0.520
0.510
0.500
Boss height
increase
Boss height
decrease
0.060
Baseline
0.055
0.050
0.045
0.040
0.035
0
Seat angle 30
0
Seat angle 45
0
Seat angle 60
0.030
0.025
0.020
0.015
0.10
0.15
0.20
0.25
0.30
0.35
Figure 12: Mass flow rates of port for various seat angle
configurations
flow rates of 5.6% and 3.1% are observed. The decrease in
mass flow rates in middle lifts may be due to the flow
separation from port walls near port throat section (Figure13).
In case of seat angle configuration 60o, a completely
different trend is observed. The mass flow rate decreases by
21% for first two lifts and increase of 5% for remaining two
lifts. Flow rate decrease in low lifts (L/Ds = 0.10 and 0.16) is
attributed to flow separation from port walls near throat
0.53
0.53
0.52
0.52
0.51
0.51
0.50
Diffuser area
reduction by 17%
Figure 14: Velocity profile at L/DS = 0.10 for seat angle 60o
model
Baseline
when the pressure drop across the port is raised from 250mm
of water to 750mm of water.
4. Flow co-efficients of port seems to be a function of valve
lift and pressure drop across the port. It is observed that mean
flow co-efficient has been increased from 0.382 to 0.582
when the pressure drop across the port is raised from 250mm
of water to 750mm of water.
0.8
0.7
Flow Coefficient
0.6
0.5
Acknowledgements
0.4
0.3
250 m m of water
0.2
500 m m of water
0.1
750 m m of water
0
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
No n -d im e n s io n a l va lv e lift
8. REFERENCES
1.
7. CONCLUSIONS
2.
M.Tech
thesis,
Dept.
of
Mechanical
Blair,
G.
P.,
Raghunathan,
Lau,
B.
D.
H.
B.,
and
Cartwright,
Mackey,
D.
A.,
O.,
5.