ACTA MECHANÌCA ET MOBILITATEM Vol

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1 ACTA MECHANÌCA ET MOBILITATEM Vol PROPOSAL OF A ROTARY VALVE SYSTEM FOR AN INTERNAL COMBUSTION ENGINE A. B. Thiriet a, F. J. P. Pujatti a and R. R. Schor a a Universidade Federal de Minas Gerais - Brazil Contact Information arthur.thiriet@gmail.com. ABSTRACT The aim of this paper is to propose a Rotary Valve System (RVS) for a single cylinder, air-cooled, four-stroke, 35cm³ engine. First, a brief study of the previous systems is carried out. Then, a Rotary Valve System is proposed and a 3D computational model presented. Valves are dimensioned keeping most of baseline engine original parameters such as valve timing, valve overlap and maximum engine speed. Finally, a numerical simulation of in-cylinder motion is conducted with the purpose of a qualitative analysis. The system proposed allows easily changes in the valve timing and the valve overlap, which represents an improvement compared with most of the systems proposed previously. Results of the numerical simulation suggest an increase in volumetric efficiency compared to the baseline engine and a predominance of the swirl flow on the in-cylinder air motion. It is concluded that further development of the system is needed, although initial results show that rotary valves could be a great alternative to the current poppet valve systems. Keywords: rotary valve, internal combustion engines, valve design. NOMENCLATURE BRV Bishop Rotary Valve CFD Computational Fluid Dynamics CA Crank Angle CSRV Coates Spherical Rotary Valve EVC Exhaust Valve Close EVO Exhaust Valve Open IVC Intake Valve Close IVO Intake Valve Open RSV Rotary Valve System Greek symbols α β γ Subscripts int exh period of opening angle, CA window angle, degrees valve opening angle, degrees intake exhaust INTRODUCTION Internal combustion engines are widely used since early XX century, mostly for transportation. However, recent environmental laws imposed a need to improve engines efficiencies and to reduce fuel consumption and pollutant emissions. Focusing on volumetric efficiency improvement, this paper presents a proposal of a new design for intake and exhaust valves, based on the Rotary Valve System (RVS). The most popular system in current engines is the poppet valve system. It consists of a cam-follower mechanism with a reciprocating motion. The valve is mushroom-shaped with a long stem and spring loaded to control air (or mixture) flow inside-out the cylinder. Authors [1, 2] say that among the advantages of poppet valves, the most important are: Low cost of manufacturing; Good flow properties; Large flow area. However, poppet valve systems introduce high levels of vibration and noise due to the contact of the valves with cylinder head and camshafts. Another disadvantage is the high number of moving parts, which makes the engine more susceptible to mechanical failures. Rotary Valve Systems first appeared in the late XIX century as a solution for some vapor engines at the time, which were mostly equipped with slide valves [3]. This system consists in, as the name suggests, a mechanism which allows flow passage bias rotary motion. They can be classified accordingly to the shape and type of the rotor, as follows: Shape: o Disk; 4

2 o o Type: o o Conic; Cylindrical. Axial rotor: the rotor turns about the same axis of the cylinder; Horizontal rotor: valve axis is perpendicular to the cylinder axis. Examples of RVS are presented in Figure 1. First patent presented for a rotary valve was in 1911, by L.A. Vallillee [6]. It consisted in an axial disk with one port exclusively for the intake of airfuel mixture. Gears connected to the crankshaft provides the rotary motion with one-half of engine speed to the rotor. As for the exhaust, it was used a slide valve. Figure 2 presents a cut side view of Vallillee s system. During the engine compression stroke, the disk was pressed against the top cylinder wall, generating a massive amount of heat due to excessive friction, and thus, a premature wearing of components [7]. It was also observed distortions on the disks and valve axles associated with in-cylinder pressure after combustion. Figure 1. Types of rotary valves (rotors): horizontal cylindrical (A,B,C and D), axial conic (E) and axial disk (F). Adapted [3]. The main advantage of a RVS is the absence of reciprocating components. This implies in much less vibration introduced in the engine due to shocks of valves with cylinder head and change in direction of movement. Secondly, authors [3-5] claim that breathing capability is improved significantly. Several researchers proposed different configurations of RVS between 1900 and 1960, but the majority struggled with overheating and excessive wearing of it components. Nowadays, materials technology has helped to create components more resistant to friction wear and to higher temperatures, which made possible to overcome problems from past systems. Next section presents a brief review of most significant systems presented so far. Then, a rotary valve geometry is proposed and dimensioned for a Honda GX35, 35cm³, single cylinder, 4-stroke engine. Finally, a numerical computer simulation is presented for a qualitative analysis of the proposed system. ROTARY VALVE SYSTEMS BACKGROUND Historic review Figure 2. Vallillee's rotary valve engine. Adapted from [6] Ritter [8] was the first to propose a horizontal cylindrical rotor, in The engine has two shafts turning at one-half the speed of the crankshaft with one valve each, one for intake and other for exhaust. The valves have a chamfer which allows mixture continuously in or out the cylinder when aligned with its respective duct, as presented in Figure 3. Cross [9] continued with the horizontal design but with a single valve for both intake and exhaust, rotating at onequarter of engine s speed. The exchange of gases is performed in a discrete fashion, i.e. the flow is not continuous, so a certain amount of gas enters the rotor and remains until the port is aligned with the cylinder or the exhaust duct. A cut view from Cross s engine is shown in Figure 4. Both systems suffered with constant bending of the valve shaft. Also, leakage of gases or lubricating fluids were higher than with axial disk rotors. In the attempt to fix the bending problems allowing more clearance between valves and housings would only increase the leakage of gases and oil spill. 5

3 inside the spheres allow gases flow, as presented in Figure 5. Author [4] claims that the CSRV is capable of providing an air-fuel mixture mass flow two times the common engines equipped with poppet valves. Ceramic seals in shape of a ring, triggered by the incylinder pressure, prevent the leakage of gases in or out the cylinder. Also, carbon-ceramic bearings are used to support the axels in order to prevent overheating and discard the need for liquid lubrication. Figure 3. Ritters design of a rotary valve engine [8] Figure 5. Coats Spherical Rotary Valve (CSRV) for a 4 cylinder engine [4] Figure 4. Cross rotary valve engine [9]. Aspin [10,11] used the axial concept introducing a conic rotor with one port. Author claimed that this design should fix the problems encountered by Vallillee, Ritter and Cross. Furthermore, it should increase volumetric efficiency, compared to those systems. Although Aspin s conic rotor indeed decreased bending of components and increased volumetric efficiency, it still suffered from excessive wearing and overheating due to friction. Figure 5 presents the engine proposed by Aspin in A few years latter some researchers and engineers used different materials to manufacture the rotor and developed single cylinder engines for motorcycles [7]. The engine was proved highly effective, but with maintenance intervals shorter than those with poppet valve systems. Modern Systems Recent projects discard axial rotors, instead the horizontal concept is used. Most significant systems are from Coates and Bishop Technology. The CSRV (Coates Spherical Rotary Valve) is based on Ritter s early design. It possesses two overhead shafts with spheres as valves. Cavities Coates [4] also claims that the CSRV allows to increase significantly the compression ratio and maximum speed of the engine. As an example, the author says that for a 5 liters 4-stroke spark ignited engine with gasoline, the compression ratio could go up to 15:1 and maximum engine speed increased from 5700rpm to 14850rpm, compared to the original poppet valve system. Bishop Technology [5, 12, 13] developed a system called Bishop Rotary Valve (BRV) which consist in a tubular axel internally divided in two isolated chambers, one for intake and another for exhaust. An opening in the side of the valve allows gas flow when aligned with an opening at cylinder s top. The company affirm that the axial continuous flow of mixture guarantees excellent tumble levels for the intake flow. In partnership with Mercedes- Ilmor, a V10 engine for Formula 1 racing cars was developed. Manufactures claimed that the same power and volumetric efficiency of common engines was achieved. However, the engine equipped with BRV could hold maximum volumetric efficiency for a greater speed range, since low speed until 25000rpm, while common V10 F1 engines with poppet valves were restricted to a very narrow range. Figure 6 presents a computer drawing cut view of a BRV for a single cylinder engine. Wallis [5] claim that compression ratio can be increased up to 15:1 for a common spark ignited gasoline engine due to the absence of hot spots inside the cylinder, as the surface of the valve is continuously changing because of rotary motion. Another advantages presented are the reduction of engine s total weight (up to 4kg per cylinder) and increase in breathing capability (up to 45% more). 6

4 As for gas leakage, two graphite tablets are located in opposite sides of the windows connecting the cylinder with gas ducts for each valve. A cut view from the cylinder head in Figure 9 illustrates the position of the seals. Figure 6. BRV system for a single cylinder engine [5] PROPOSAL OF A ROTARY VALVE DESIGN Baseline engine A baseline Honda GX35 engine, 4-stroke, single cylinder, single overhead camshaft was used to test the proposal valve model. Other engine characteristics are presented in Table 1. Figure 2. Valve design Table 1. Honda GX35 characteristics Engine Honda GX35 No. of cylinders 1 Ignition type Spark Ignition Displacement volume 35.8 cm³ Max. break power 1,0 kw at 7000 rpm Max. break torque 1,6 N.m at 5500 rpm Compression ratio 8:1 Bore 39mm Stroke 30mm Intake Valve Open (IVO) 350º CA Intake Valve Close (IVC) 597º CA Exhaust Valve Open (EVO) 132º CA Exhaust Valve Close (EVC) 388º CA Valve overlap 38º CA Figure 3. Shaft exploded view. Adapted [14] Model The proposed model is a cylindrical horizontal valve based on Ritter s design. However, considering engine s dimensions, both intake and exhaust valves are fitted on the same shaft and held in position by grooves. Figures 7 and 8 shows the valve design and shaft assembly exploded view with both valves and other components, respectively. With this design, user can easy alter valve timing and valve overlap to achieve desired performance. At the same time, it is compact and fairly easy to manufacture. Another advantage of this design is that the spark plug could be positioned near the center of the combustion chamber. The shaft is supported by two sealed bearings to prevent leakage of lubricating oil inside the cylinder. Figure 4. Graphite seals for the intake valve. Adapted [14] Dimensioning the valve and combustion chamber First step before defining the valve geometry is to define the size of the windows at the combustion chamber. Its length (L) is chosen arbitrary and its width is calculated in order to maintain the same maximum passage area (Am) of the original poppet valve system. Even though the length of the passage is arbitrary, it should not be too long nor too short, because it has a great influence on the valve diameter and angle of opening. A schematic bottom view of the combustion chamber is presented in Figure 10. 7

5 After defining the window size, valve radius (R) is selected. Once again its value is a project definition, therefore is arbitrary. Then, the valve angle of opening can be determined as function of window length, valve radius and the period that the valve remains open. Figure 11 shows a schematic of the valve positioned at imminence of opening (point 1) and valve angles. At this position, the α angle represents the period of opening, in crank angles (CA), and is defined by (IVC IVO)/2 and (EVC EVO)/2, for intake and exhaust, respectively. β is the angle equivalent for the window and calculated by the following β = 2 asin L 2 R (1) Figure 6. Schematics of valve angles. 1: start of the windows. 2: exit of window. 3: point where air starts entering in valve. α: valve opening period. β: window angle. γ: valve angle of opening. R: valve radius. Adapted [14] Finally, γ represents the angle of valve opening, i.e., the angle at the valve where there is absence of material and flow will occur. It can be found with Equations 2 and 3 γ = α β (2) γ = α 2 asin L 2 R (3) Valve dimensions for baseline engine and 3D model Considering the baseline engine bore (B) of 39mm, maximum flow area (Am) of approximately 100mm² and 81mm² for intake and exhaust, respectively, the window length is chosen to be 10mm for the first and 9mm for the latter. Therefore, from the relation presented in Figure 10, the width of the windows are also 10mm and 9mm, respectively. From Table 1, IVC, IVO, EVC and EVO are extracted. Thus, for intake and exhaust valves, respectively, the valve opening periods are: α_int=123,5 α_exh=128 From Equation 1, Lint = 10mm, Lexh = 9mm and R = 30mm β_int=19 β_exh=17 Figure 5. Schematics of windows at combustion chamber. d sp: diameter of spark plug. B: cylinder bore. Adapted [14] Finally, from Equation 2, the valve opening angle is γ_int=104,5 γ_exh=111 In possession of these values, a three dimensional computer model of the cylinder head was created and an exploded view is presented in Figure 12. 8

6 Figure 8. Horizontal mean flow velocity for 10º and 20º openings. Adapted [14] Figure 14 presents the mean flow velocity at the vertical mid-plane of the cylinder. A low tumble motion is noticed for both opening angles, which could lead to poor homogeneity of air-fuel mixture. Also, there is a high concentration of flow at cylinder wall that may induce mixture to the crevice zone. High turbulence in the vicinity of spark plug at the top part of the cylinder is observed, which may act in favor of combustion start. Figure 7. Cylinder head exploded view [14] NUMERICAL SIMULATION The 3D computational model was introduced in a commercial Computational Fluid Dynamics (CFD) software in order to analyze qualitatively the air flow through the valves into the cylinder. Two static positions were studied, one with 10 opening and another with 20 opening, that is 360 CA and 370 CA, respectively. Boundary conditions for the simulation are: 2,5 g/s air mass flow entering the intake manifold and Pa pressure at to bottom of the bench flow. For analyzing the swirl motion, three horizontal planes are placed at top, middle and bottom of the cylinder. As for tumble flow, mid-plane of the cylinder is considered. Figure 13 presents the analysis of swirl motion for 10º and 20º openings. Images confirm the expected high swirl tendency due to intake window position at the side of the combustion chamber. As the valve continues to open, flow mean velocity increases at middle plane and vortices are more intense, which is desirable for better mixing of air and fuel. However, for 20º opening, flow is more powerful at cylinder wall and has low velocity at the center, which could increase the amount of fuel trapped in crevice region and thus larger fuel consumption. Figure 9. Vertical mid-plane mean velocity. Adapted [14] CONCLUSIONS Rotary Valve Systems are not so common and therefore still in development, as historic review shows. Many problems encountered by past projects were related to materials yielding, bending or wearing easily. However, with today s technology, it is possible to overcome those problems using materials already conceived that are resistant to high friction and temperature levels. The system proposed is a good tool to improve small engines, as the Honda GX35. It allows valve timing and overlap changes with ease and has a simple assembly, which can facilitate maintenance. Also, it has a more compact design than the CRSV and BRV systems that may result in weight loss. CDF analysis suggests that flow could be improved. Simulations with greater opening angles diverged, thus refinement of the mesh for deeper analysis is required. 9

7 Further investigations about rotary valve systems are still needed, but it presents itself as a great solution for improving internal combustion engines efficiencies, noise production and vibration levels. REFERENCES 1. C. F. Taylor, The Internal-combustion Engine in Theory and Practice: Combustion, fuels, materials, design: MIT press, R. Stone, Introduction to internal combustion engines, 3rd ed.: Macmillan Press, M. C. I. Hunter, Rotary valve engines, G. Coates. 20/August/2015, 2015; 5. T. Wallis, The Bishop Rotary Valve, FISITA Automotive Technology Magazine, pp. 4, L. A. Vallillee, US Patent # , R. Palmisano, and H. D. Ng, Design analysis and comparison between standard and rotary porting systems for IC engine, International Journal of Automotive Technology, vol. 13, no. 2, pp , R. Ritter, US Patent # , R. C. Cross, Rotary Valve Engine,US Patent # , F. M. Aspin, US Patent # , F. M. Aspin, US Patent # , A. D. Thomas, A. B. Wallis, and G. D. Horrocks, Internal Combustion Engine with Rotary Valve, US Patent # , A. D. Thomas, A. B. Wallis, and G. D. Horrocks, E. P. Office, European Patent # B1, A. B. Thiriet, Projeto de um Sistema de Válvulas Rotativas para um Motor Alternativo de Combustão Interna,, Graduation Thesis, Universidade Federal de Minas Gerais,

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