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Simulation of Four Stroke Internal Combustion Engine

Article  in  International Journal of Scientific and Engineering Research · February 2016

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 International Journal of Scientific & Engineering Research, Volume 7, Issue 2, February-2016 1212
ISSN 2229-5518

Simulation of Four Stroke Internal Combustion

Engine
Asad Islam1, M.Umer Sohail2,
Syed Mudassir Ali3,
Ammar-ul-Hassan4, Roman Kalvin5

Abstract— The aim of this paper is to study Premixed combustion computationally via variations in pressure, temperature, velocity and its
associated varying swirl ratio in single cylinder during four strokes i.e., (Intake, Compression, Power and Exhaust). The model (single
cylinder with one intake and exhaust valve) was generated using ANSYS Design Modeller, was meshed and simulated for Spark Ignition
premixed combustion in FLUENT using k-℮ turbulence model. The geometry has the specifications of Bore, Stroke, Connecting rod length,
Cylinder capacity, Clearance volume and Speed of 68.5mm, 72.4mm, 165mm, 266.67cc, 29.63cc and 1500rpm respectively.

Index Terms— Premixed Combustion, Single cylinder, Spark Ignition, Four Strokes, k-℮ turbulence model, ANSYS Fluent, Design
Modeller.

——————————  ——————————

1 INTRODUCTION
The CFD simulation and analysis of the Internal At the same time the pressure in the intake manifold is de-

T tion Engines is of considerate importance as far as the

manufacturing is concerned. One can easily visualize the
creased and at very low load, this pressure can be far below
atmospheric, while the pressure at the end of the exhaust stroke

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contours of velocity during the intake, compression, in the cylinder is always close to atmospheric. When the intake
expansion and exhaust strokes. Furthermore, the trend of valve opens, a higher pressure exists in the cylinder than in the
parameters like pressure, temperature and their derived param- intake manifold and the relatively high-pressure residual gas
eters like brake power, indicated power and brake work vs time expands into the intake manifold. Later, as the piston moves
can be easily understood at different engine speeds before it downward on the intake stroke, additional work has to be done
goes to manufacturing phase. The object of this investigation is in order to draw back these exhaust gases into the cylinder
to show the working and calculation of brake power by means before the fresh charge can enter the cylinder. The entire suction
of a CFD approach. stroke of the engine then occurs at the low manifold pressure
The Otto cycle engine is guarded by restricting the amount and the negative work area in a pressure-volume diagram is
of air-fuel mixture entering the cylinder during the intake accordingly large.
stroke. The air-fuel ratio is kept steady at any load. The conven- The intake process of the theoretical Otto cycle for a throt-
tional method of accomplishing this is to use a single throttle tled multicylinder engine is shown by path A-I-B-C in Figure 1.
valve in the carburettor. At a constant engine speed, the throttle In a single cylinder Otto cycle engine the conditions at low load
valve at full load is wide open and the pressure in the intake are much better because the pressure in the manifold may build
manifold is near atmospheric. When the throttle valve is gradu- up to atmospheric pressure between the suction strokes and
ally closed the output of the engine decreases because of the there is no pressure dissimilarity between intake manifold and
smaller amount of mixture entering the cylinder. cylinder when the intake valve opens. Consequently residual
gas does not expand into the intake manifold and the pressure
in the cylinder decreases gradually during the suction stroke,,
———————————————— The corresponding process is shown by path A-II-B-C, in
• 1Asad Islam has masters degree in Aerospace Engineering from Figure 1. Compared with the multicylinder engine there is a
IST, Pakistan, E-mail: [email protected] saving in pumping work proportional to the crosshatched area.
• 2M.Umer Sohail is currently pursuing PhD degree program in By using individual throttle valves for each cylinder of a
Aerospace Engineering from IST, Pakistan, multicylinder engine, similar conditions as in the single cylin-
E-mail: [email protected] der engine are obtained. It is expected, that the volume (Vm)
• 3Syed Mudassir Ali is currently pursuing masters degree program between the regular intake valve and the throttle valve controls
in Mechanical Engineering from NUST, Pakistan the saving of pumping work* (See Figure 2)
E-mail: [email protected]
• Ammar-ul-Hassan 5Roman Kalvin, are pursuing masters degree
4

program in Mechanical Engineering from WEC, Pakistan

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International Journal of Scientific & Engineering Research, Volume 7, Issue 2, February-2016 1213
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2.0 STICHIOMETRIC COMBUSTION EQUATION
The equation for combustion is written considering fuel as
Octane (C 8 H 18 ) and air as the combination of 3.773 mole of
Nitrogen. It is as under:

C 8 H 18 + 12.5 (O 2 + 3.773 N 2 ) = 8CO 2 + 9H 2 O + 47.16N 2

Where; C 8 H 18 = Octane (Fuel-Gsoline)

(O 2 + 3.773 N 2 ) = Oxidizer (Air)

As, it can be seen from the above equation that when the
mixture of gasoline and air reacts, it give rise to carbon-
dioxide, water and nitrogen gas

In terms of masses
114.23 + 1721.28 = 1835.34

In terms of moles
1 + 15.07 = 16.07

A/F ratio= 15.07

Figure 1 Theoretically throtlled Otto Cycle 3.0 GEOMETRY PREPERATION

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The geometry was prepared using the ANSYS Design Mod-
eller which comprises of a cylinder with one Intake and Ex-
haust ports having one valve each. The geometry was made
using the dimensions of Bore = 68.5mm, Stroke = 72.4mm,
Connecting rod length = 165mm, Cylinder capacity =
266.67cm3 and Clearance volume = 29.63cm3.

4.0 METHODOLOGY
In order to simulate the in-flow of the cylinder for all the
four strokes, we used ANSYS-Fluent software package. The
crank rotational speed is 1500 rpm for the simulation.
The velocity contours for the four strokes illustrating the
intake of gasoline-air mixture, compression, combustion and
exhaust of residual gases as shown in fig.5

Figure 2 Working Schematic Four Stroke IC Engine Figure 3 Ansys Schematic Four Stroke IC Engine

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International Journal of Scientific & Engineering Research, Volume 7, Issue 2, February-2016 1214
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The mesh of above geometry is coarse and contains:
No of nodes = 292286
No of elements = 1028957
The movement of mesh during the intake, compression, power/expansion and exhaust strokes is shown as under:

Intake valve opens

(Start of Intake

Both valves
closed (Com-
pression

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closed (Pow-
er/Expansion

Exhaust valve
open (Exhaust
stroke)

Figure 4: Meshing of 4-stroke IC Engine

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Intake valve opens

(Start of Intake stroke)

Both valves
closed (Compres-
sion stroke)

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Figure 5 Velocity contours for 4-strokes

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5.0 RESULTS AND DISCUSSION

The energy equation solved in CFD-simulation process results into the following graphs of pressure, temperature, brake work,
brake power and indicated power. The crank angles are divided as (360 degree -540 degree) Intake stroke, (540 degree -720 de-
gree) Compression stroke, (720 degree -900 degree) Expansion/Power stroke and (900 degree -1080 degree) Exhaust stroke

6.0 MESH SKEWNESS

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Figure 6 Mass-average Kinetic Energy (k) vs Flow time (sec)

The mesh skewness history for the simulation of the geometry has a maximum value of 0.39 and a minimum value of 0.21.

Convergence History of Mass-Average Turbulent Kinetic Energy

Convergence History of Mass-Average Turbulent Kinetic Energy

Figure 7: Mass-average Kinetic Energy (k) vs Flow time (sec)

The above graph is the convergence history of mass-average turbulent kinetic energy for the CFD simulation of the geometry.

Pressure
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Figure 8: Mass-average Pressure (Pa) vs Crank angle (degrees)

As, it can be seen from the above graph that during the Intake stroke, the pressure almost remains constant. As a result of com-
pression and start of expansion stroke, the pressure reaches its peak value of 1.3 MPa and decreases to 0 as crank angle pro-
gresses towards completion of exhaust stroke

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Swirl Ratio

Figure 9: Swirl ratio vs Crank angle (degrees)

The above graph shows the convergence history of swirl ratio with progressive crank angle in degrees. As, swirl indicates the
turbulence of the mixture inside the cylinder with respect to the crank angle speed which is set to 1500 rpm for the under-
discussion case. So, at the start of Intake stroke, the swirl ratio has the maximum value of 0.7. It has a value of 0.1 at the start of
compression and increases to 0.2 as the expansion stroke starts and then decrease to a negative value of 0.05 at the end of ex-
haust stroke.

Pressure-Volume Diagram
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3
Figure 10: Pressure (Pa) vs Volume (cm ) Graph
The above graph represents the pressure variation as the volume increases and decreases during the four strokes (Intake, Com-
pression, Expansion and Exhaust). The steps involved here are:

1) Intake stroke = Air and fuel premixed mixture is drawn in.

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2) Compression stroke = Fuel and air mixture is compressed and ignited.

3) Combustion stroke = Fuel combusts and piston is pushed towards the BDC (Bottom Dead Center).

4) Exhaust stroke = Exhaust gases are driven out.

Brake / Expansion Work

Figure 11: Expansion Work (J) vs Flow Time(sec)

The expansion work is the work done by the gases in the cylinder due to high pressure and temperature during the expansion
process. Above graph is the result of calculation of work by the product of pressure and volume of P-V diagram.

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International Journal of Scientific & Engineering Research, Volume 7, Issue 2, February-2016 1219
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Brake Power

Figure 12: Brake Power (W) vs Flow Time(sec)

The area under the brake work vs time graph gives us the brake power during the expansion stroke. It indicates the useful pow-
er at the output shaft due to work done by the gases during the expansion stroke as a function of time.

Temperature

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Figure 13: Mass-average Temperature (K) vs Crank angle (degrees)

The temperature during the gasoline-air mixture intake is 430K and after compression, the maximum temperature achieved at
the start of expansion stroke is 710K which decreases to a value of 400K during the exhaust stroke.

[1] Charles Fayette Taylor , The Internal-combustion En-

7.0 CONCLUSION gine in Theory and Practice.
[2] H.N.Gupta (2006) , Fundamentals of Internal Combus-
The CFD (Computational Fluid Dynamics) study for the sin- tion Engines ,PHI Learning Private Limited, New Dehli.
gle cylinder with one intake and exhaust ports having one [3] John B.Heywood , Internal Combustion Engine Fun-
valve each; results into the following conclusions at 1500 damentals , McGraw-Hill Inc.
rpm crank angle rotational speed using gasoline as fuel: [4] George A.Goodenough & John B.Baker (Jan 25,1927) ,
1. The maximum pressure after compression of air- Volume No.24 , A Thermodynamic Analysis of Internal-
fuel mixture achieved is 1.3MPa. Combustion Engine Cycles , Bulletin No.160 , University of
2. The maximum temperature as a result of expansion Illinois , Urbana.
is 710K. [5] Willard W. Pulkrabek , Engineering Fundamentals of the
3. Brake power i.e., Expansion work per time has max- Internal Combustion Engine , Prentice Hall , Upper Saddle
imum value of (approx.490W) for the expansion River , New Jersey 07458.
stroke. [6] Status report, Manufacturers of Emission Controls Asso-
ciation, 1660 L Street NW, Suite 1100, Washington DC 20036

8.0 REFERENCES

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