Volume 1, Issue 1, July-September, 2013, pp. 64-69, IASTER 2013 www.iaster.com, Online:2347-5188 Print: 2347-8772 ABSTRACT 3D In-cylinder Cold Flow Simulation Studies in an IC Engine using CFD A Lakshman, C P Karthikeyan and R Padmanabhan School of Mechanical and Building Sciences VIT University, Chennai, Tamil Nadu, India Fluid flow dynamics inside an engine combustion cylinder plays an important role for air-fuel mixture preparation. This enables a 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. 62 dynamic mesh events (which include piston motion, valve opening and closing) in the engine model were defined in terms of crank angle. 3D Pressure based Implicit unsteady solver was used to solve the basic governing equations (mass, momentum and energy). Standard k-ε model was used to simulate the turbulence in the engine cylinder. PISO (Pressure Implicit with Splitting Operators) was used as the pressure velocity coupling scheme. All four strokes and their effect on in-cylinder air motion were studied effectively using the numerical approach followed in this paper. Suction stroke was found to influence air mixing and turbulence in combustion chamber. Compression stroke was found to play a key role in controlling the pressure and temperature of the air mixture in the combustion chamber. Keywords: 3D simulation, In Cylinder air motion, Dynamic mesh, CFD I. INTRODUCTION The design and manufacture of Internal Combustion (IC) Engines is under significant pressure for improvement. The next generation of engines needs to be compact, light, powerful, and flexible, yet produce less pollution and use less fuel. The central challenge in design is the complex fluid dynamics of turbulent reacting flows with moving parts through the intake/exhaust manifolds, valves, cylinder and piston. The time scales of the intake air flow, fuel injection, liquid vaporization, turbulent mixing, species transport, chemistry, and pollutant formation all overlap, and need to be considered simultaneously. Computational Fluid Dynamics (CFD) has emerged as a useful tool in understanding. The fluid dynamics of IC Engines for design purposes. This is because, unlike analytical, experimental, or lower dimensional computational methods, multidimensional CFD modeling allows designers to simulate and visualize the complex fluid dynamics by solving the governing physical laws for mass, momentum, and energy transport on a 3D geometry, with sub-models for critical phenomena like turbulence and fuel chemistry. Insight provided by CFD analysis helps guide the geometry design of parts, such as ports, valves, and pistons; as well as engine parameters like valve timing and fuel injection Multifunctionality is also the trend employed in office with gadgets like the printer which can also photocopy and scan or the fax machine which can scan, print and even make calls. Keeping up with this trend, integrating functions into a single product is the need of the hour. The stapler and punch is an indispensable part of office stationary, however a mainstream. 64
II. ROLE OF CFD ANALYSIS IN ENGINE DESIGN Engine analysis using CFD software has always been hampered due to the inherent complexity in (i) Specifying the motion of the parts, (ii) Decomposition of the geometry into a topology that can successfully duplicate that motion, (iii) Creating a computational mesh in both the moving and nonmoving portions of the domain, (iv) Solving the unsteady equations for flow, turbulence, energy, and chemistry and (v) Post processing of results and extracting useful information from the very large data sets. The primary goal of engine design is to maximize each efficiency factor, in order to extract the most power from the least amount of fuel [1]. In terms of fluid dynamics, the volumetric and combustion efficiency are dependent on the fluid dynamics in the engine manifolds and cylinders III. EXPERIMENTS FOR THE PROBLEM To measure in-cylinder flows tools like hot wire anemometer (HWA), Laser Doppler Anemometry (LDA) are often used. However, these can measure the in-cylinder fluid flows only at a few locations, but fail to give full view of flow structure instantaneously. Now-a-days, an optical tool like Particle Image Velocimetry (PIV) is used for the in-cylinder fluid flow measurement. PIV techniques are non-intrusive in nature, have high spatial and temporal resolution, and possible to visualize the whole fluid flow instantaneously. The other most significant factor contributing to the rare use of these experimental facilities is the cost involved with each. The accuracy of measurements are very much proportional to the cost of the experimental facility [2]. IV. FLUID DYNAMICS DURING FOUR CYCLES When the air is pumped into the combustion chamber during the intake cycle, it passes through the gap between the valve and the valve seat. This jet impartsangular momentum, known as swirl and tumble, to the fresh charge [3]. When the piston travels back up towards the top during the compression stroke, most of the energy contained in the tumble (or angular momentum orthogonal to the swirl axis) of the jet is converted to turbulence as the available space in the vertical direction is reduced significantly. The swirl will become stronger as the air is squeezed out to the side. If there is a narrow region between the piston and the cylinder head, the air may be squeezed (or squished ) from the sides of the cylinder into the combustion chamber, converting the energy in the swirl into turbulence. Flow phenomena, which affect volumetric efficiency include (i) separation, jet formation, and reattachment on the cylinder head (ii) swirl and tumble in the cylinder volume to promote mixing (iii) turbulence production during the compression of air due to squeezing of the main flow and (iv) flow stratification in the cylinder. Types of fuel injection also influence the flow dynamics inside the engine cylinder. Flow dynamics in an engine cylinder can be influenced by numerous factors but for the sake of being specific, fuel injection, ignition and air compression are discussed. Fuel injections are more generally categorized into (i) Port fuel injection or carburetion and (ii) Direct injection (Diesel engines). These two injections can influence the flow dynamics in a cylinder in a significant way. Apart from fuel injection flow dynamics in an engine cylinder can also be influenced by the method of igniting the fuel, e.g. spark ignited engines (Turbulence again plays a significant role in 65
flame propagation, since the flame moves at the turbulent flame speed). For compression ignition engines, air is compressed to a high temperature and pressure and fuel is injected directly into the combustion chamber. These engines have a different flow dynamics usually forming a stratified or diffusion flame after ignition. Combustion produces a rise in pressure and temperature as the energy contained in the fuel is released and the chemical reaction is completed. The fuel combustion produces a spike in pressure and temperature as the energy contained in the fuel is released, with the production of exhaust gases. Some of the energy is radiated and convected to the cylinder walls, cylinder head, piston and the valves; and is lost. Most of the energy goes into the power stroke, where the exhaust gases expand under high pressure and push the piston down to the bottom center position. A thermodynamic energy balance shows that the energy produced due to combustion is used for work done due to expansion, while the thermal losses includes heat losses through the walls and the enthalpy of the exhaust gases at high temperature. During the subsequent exhaust stroke, the exhaust gases are pushed out through the exhaust valves, which start opening towards the end of thepower stroke. This process involves formation of a high speed, high temperature jet in the gap between the exhaust valves and ports. Uniform mixing of the air and fuel can result in complete combustion with fewer amounts of emissions and soot.thus, the combustion efficiency of the engine and pollutant formation depends on the fluid dynamicsof swirl, tumble, mixing, and turbulence production during the intake and compression strokes, lossesdue to incomplete combustion, the heat transfer losses to the wall, and the exhaust losses. V. TURBULENCE DUE TO SWIRL Creating a swirling vortex in the cylinder has been recognized as a way of enhancing turbulence levels during compression stroke since the early days of IC engines [4]. Swirl enhances turbulence during the compression stroke through the following methods: Turbulence generated by shear at the wall is transported throughout the bulk of flow by diffusion and swirl generated secondary flows or any protruding objects not on the axis of rotation of the swirl vortex will create turbulence through shear and vortex shedding or a swirl vortex in combination with the squish flow will cause an acceleration of the rotational speed of the vortex as the piston approached TDC to conserve the angular momentum. This will increase the turbulence late in the compression stroke. VI. TURBULENCE DUE TO TUMBLE The exact process as to how tumble enhances turbulence is not yet understood, however the fundamental mechanism has been identified. During the intake stroke a tumble vortex is established. This vortex is compressed during compression stroke and it increases its rotation to conserve angular momentum. With increase in compression, the vortex becomes more noncircular. The vortex reaches a critical point beyond which the vortex breaks down into smaller vortices. These vortices decay into similar turbulent structures, thereby enhancing the turbulent levels [5]. 66
VII. CFD METHODOLOGY A canted valve engine was modeled as shown in figure1 using ANSYS workbench. The geometry was divided into smaller volumes before meshing. 20 different boundary zones were defined using the symmetry of the basic geometry. 6 different fluid zones were defined with layered mesh for fluid-cylinder zones. Fig.1. Basic geometry ANSYS gives four IC engine analysis options based on increasing complexity [6]. The simplest of all is the port flow simulation followed by Cold flow, In-cylinder combustion and Full cycle simulations in the increasing order of complexity. The connecting rod length and crank radius are taken as 144.3 mm and 45 mm respectively. Piston pin offset and wrenching is taken as zero. Engine speed and minimum lift are taken as 2000 rpmand 0.2 mm respectively. Layered cells are placed at the region of minimum valve lift. Mesh details required for the problem were given through global and local mesh settings. Mesh structure of the geometry is shown in figure 2. Dynamic mesh events were defined using smoothing, layering and re-meshing options. Previous paper of the authors deal in depth with these features [7]. Dynamic mesh events are used to model opening and closing of the valves. This is done by making and breaking some non-conformal interfaces. The events are specified for one complete engine cycle. In the subsequent cycles, the events are executed whenever, event n c period Where, θ event is the event crank angle, θ c is the current crank angle,θ period is the crank angle period for one cycle, and n is some integer. 62 dynamic mesh events were defined using this logic. The total temperature is set to 300 K, assuming that the engine is naturally aspirated. Turbulence in the boundaries was specified using Intensity and Hydraulic Diameter. Wall temperatures were also set to 300 K.3D Pressure based Implicit unsteady solver was used to solve the basic governing equations (mass, momentum and energy). Standard k-ε model was used to simulate the turbulence in the engine cylinder. PISO (Pressure Implicit with Splitting Operators) was used as the pressure velocity coupling scheme [2]. Three main boundary features were used (i) pressure inlet (ii) pressure outlet and (iii) walls. 67
Fig.2. Mesh structure for the geometry The time step is set to 0.25 degrees for the simulation. The change in time-step size from 0.25 to 0.125 is not made exactly at valve opening or closing, but a few degrees before and after that. VIII. RESULTS AND DISCUSSION Figure 3 shows the velocity contour at a crank angle of 460ᵒ. Air fuel mixture is drawn downwards to form an annular jet. The spread and mix of the jet can also be noticed. The interaction of jet with the walls and piston head clearly indicate that there is a significant acceleration considering the abrupt restriction for the passing jet. The turbulence levels seem to grow with the fuel mixture during this stroke. Fig.3. Velocity contour at a crank angle of 460 Fig.4. Velocity contour at a crank angle of 630 Figure 4 shows the velocity contour at a crank angle 630 degrees. This represents the end of the intake stroke, where the mixture seems to have attained a uniform mixing process with high turbulence features. Figure 5 shows the velocity contour at a crank angle 930 degrees. This represents the exhaust stroke, where the exhaust gases are pushed out through the exhaust valve. The mixture seems to have lost almost all the energy (turbulence) with it. During the cycle, it is found that turbulence starts building up during the intake stroke and there by resulting in a peak and comes to a minimum during the exhaust. 68
Fig.5. Velocity contour at a crank angle of 930 IX. CONCLUSIONS All four strokes and their effect on in-cylinder air motion are studied effectively using the numerical approach followed in this paper. Suction stroke has the maximum influence on the air mixing and turbulence in combustion chamber. Compression stroke plays a key role in controlling the pressure and temperature of the air mixture in the combustion chamber. Numerical results obtained also indicate that the incoming air initially follows the cylinder head to a greater extent. Turbulence starts building up during the initial stages of the cycle and decays to a minimum at the end. This process keeps getting repeated time and again during the engine performance cycle resulting in useful power. CFD can be used as a useful tool to fix the parameters related to engine performance. REFERENCES [1] Nureddin Dinler, and Nuri Yucel, Numerical Simulation of Flow and Combustion in an Axisymmetric Internal Combustion Engine, World Academy of Science, Engineering and Technology 36 2007. [2] Li, Y., H. Zhao and T. Ma (2006). Flow and Mixture Optimization for a Fuel Stratification Engine Using PIV and PLIF Techniques, Journal of Physics: Conference Series, Vol 45, pp 59 68. [3] Syed AmeerBasha and K.RajaGopal, In-cylinder fluid flow, turbulence and spray models A review, Renewable and Sustainable Energy Reviews 13 (2009) 1620-1627. [4] Huang, R. F., C.W. Huang., S. B. Chang., H. S. Yang., T. W. Lin and W. Y. Hsu (2005). Topological flow evolutions in cylinder of a motored engine during intake and compression stroke, Journal of Fluids andstructures, Vol 20, pp.105 127 [5] Khalighi, B. (1991). Study of the intake tumble motion by flow visualization and particle tracking velocimetryjournal of Experiments in Fluids, Vol 10, pp.230 236. [6] ANSYS user s guide, ANSYS, Inc. Southpointe, Canonsburg, PA 15317, 2012. [7] Lakshman A, Karthikeyan CP and Davidson Jebaseelan (2012). CFD studies on In-cylinder air motion during different strokes of an IC Engine. SET Conference 2012 VIT Univerity Chennai. 69