A project report on

Designing Inlet Valve To Create A Swirl In CI Engine

A Thesis

Submitted in Partial Fulfillment of the requirement for the

Award of the Degree of

MASTER OF TECHNOLOGY

IN

MECHANICAL ENGINEERING

ADVANCED INTERNAL COMBUSTION ENGINES

By

S. NARESH
(14001D3306)
Under the esteemed guidance of
Dr. V. PANDU RANGADU Ph.D.
Professor, Dept. of Mechanical Engineering

DEPARTMENT OF MECHANICAL ENGINEERING JNTUA College of

Engineering (Autonomous)
ANANTHAPURAMU-515002
ANDHRA PRADESH
2014-16
 JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY
ANANTAPURAMU COLLEGE OF ENGINEERING
(AUTONOMOUS)
ANANTHAPURAMU 515002
DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE
Certified that this is a bonafide record of the dissertation work entitled,
Designing Inlet Valve to Create a Swirl in C.I Engine, done by S.
NARESH bearing Admn. No: 14001D3306 submitted to the faculty of
Mechanical Engineering, in partial fulfillment of the requirements for
the Degree of MASTER OF TECHNOLOGY with specialization in
ADVANCED INTERNAL COMBUSTION ENGINES from
Jawaharlal Nehru Technological University Anantapur College of
Engineering, Ananthapuram, during the academic
Year 2014-2016.

Signature of the guide Signature of Head 0f depar

Dr. V. PANDU RANGADU, Ph.D.

Professor

Mechanical Engineering
JNTUA College of Engineering
ANANTHAPURAMU. ANANTHAPURA
ACKNOWLEDGEMENT

I wish to express my sincere gratitude to my project guide Dr. V.

PANDU RANGADU, Professor of Mechanical Engineering Department,
JNTUA College of Engineering ANANTAPURAMU for his valuable guidance
and supervision during the course of this work. Apart from the technical
knowledge, I gained a lot of information from him, which will be useful in my
career.

I wish to express my sincere gratitude to Dr. B. DURGA PRASAD,

Professor and Head of the Department, Department of Mechanical Engineering,
and JNTUA College of Engineering ANANTAPURAMU for providing
necessary facilities to carry out this project work.

I am also indebted to the entire faculty who has imparted considerable

knowledge to me during my study at this institution.

Finally, I take this opportunity to express my profound sense of gratitude

to my family and friends for their valuable suggestions and other help provided.

With gratitude
S.NARESH
CONTENTS

NOMENCLATURE

ABSTRACT

1. INTRODUCTION
1.1 AIR MOTION WITHIN THE CYLINDER
1.2 EFFECTS OF AIR MOTION
1.3 TYPES OF AIR MOTION
1.4 Swirl
1.5 Suction swirl
1.6 Compression swirl
1.7 Squish
1.8 COMBUSTION CHAMBER FOR CI ENGINES
1.9 Direct Injection Engines
1.10 Open combustion chamber
1.11 Shallow depth chamber
1.12 Hemispherical chamber
1.13 Cylindrical chamber
1.14 Toroidal chamber
1.15 Re-entrant combustion chamber
1.16 Indirect Injection Engines
1.17 Swirl chamber
1.18 Pre-combustion chamber
1.19 Air-cell chamber
2. REVIEW OF LITERATURE
2.1 Valve postion
2.2 Valve wear
2.3 Turbulence
 3. EFFECT OF GROOVES ON INLET VALVES
3.1 Base model (conventional inlet poppet valves)

3.2 Model-2 valve (Inlet valve with 3 masks and 3 straight grooves on its
back)
3.3 Model-3 valve (Inlet valve with 5 straight grooves with 3 fins on its
poppet head)
3.4 Simulation using CFD
3.4.1 STRAIGHT GROOVES
3.4.2 2 Grooves 2 Masks
3.4.3 3 Grooves 3 Masks
3.4.4 3 Grooves 3 Fins
3.4.5 5 Grooves 3 Fins
4. PRESENT WORK
5. CALCULATION ANALYSIS & TABULAR COLUMNS
6. RESULTS, GRAPHS AND ANALYSIS
7. CONCLUSION
REFERENCE
 ABSTRACT

To generate air swirl inside a direct ignition diesel engine combustion

chamber an attempt is made to modify some possible changes in an inlet valves
without disturbing the properties of valve material, which ensures an improved
combustion and a noticeable improvements in emission levels at its exhaust
gases.

The purpose of this project was to re- design the inlet port of a small
Internal Combustion Engine in order to enhance the production of turbulence by
swirl. A good swirl promotes fast combustion and improves the efficiency.

A small internal combustion engine was designed to be part of a very efficient

vehicle to enter a consumption marathon. The engine should run at low speeds,
in order to have low mechanical losses but the combustion should be fast,
enabling good combustion efficiency. Therefore high turbulence should be
produced prior to combustion within the cylinder, so swirl was induced by the
inlet channel within the cylinder head. Initially the current geometry was tested
and proved to create low swirl, so the geometry was changed several times until
reaching a good result in terms of generated swirl.

The tests include just steady flow, where the air enters the inlet port and
leaves the bottom of the cylinder continuously. The flow within the cylinder is
examined at specific sections, namely at various heights of the cylinder
(horizontal sections) and path lines are also evaluated. The flow is calculated for
various valve lifts at a specific engine condition.

Keywords: Swirl, Turbulence,, thermal efficiency HC and CO, internal

combustion engine; engine modelling; fluid dynamics.
NOMENCLATURE
 CHAPTER: I
INTRODUCTION

1.1 AIR MOTION WITHIN THE CYLINDER

The air motion inside the cylinder greatly influences the performance
of diesel engines. It is one of the major factors that controls the fuel-air mixing
in diesel engines. Air-fuel mixing influences combustion, performance and
emission level in the engine. The air motion inside the cylinder mainly depends
on manifold design, inlet and exhaust valve profile and combustion chamber
configuration. The initial in-cylinder intake flow pattern is set up by the intake
process, and then it is modified during the compression process. The shape of
the bowl in the piston and the intake system, control the turbulence level and air-
fuel mixing of the CI diesel engine. The variation of shape of intake system,
shape of piston cavity, etc. lead to a change in the flow field inside the engine.

1.2 EFFECTS OF AIR MOTION

The air motion inside the cylinder

1. Atomizes the injected fuel into droplets of different sizes.

2. Distributes the fuel droplets uniformly in the air charge.

3. Mixes injected fuel droplets with the air mass.

4. Assists combustion of fuel droplets.

5. Peels off the combustion products from the surface of the

burning drops as they are being consumed.
 6. Supplies fresh air to the interior portion of the fuel drops and
thereby ensures complete combustion.

7. Reduces delay period.

8. Reduces after burning of the fuel.

9. Better utilization of air contained in the cylinder.

1.3 TYPES OF AIR MOTION

The air motion in a diesel engine is generally caused by either by

the intake port during the suction stroke or by combustion chamber geometry
during the compression stroke. Three different elements of the air motion present
during intake to expansion strokes in a diesel engine cylinder have been
classified as

1) Swirl

2) Squish

3) Turbulence

1.4 Swirl

Swirl is defined as the organized rotation of the charge about the

cylinder axis. It is created by bringing the intake flow into the cylinder with an
initial angular momentum. Swirl is generated during the intake process in CI
diesel engines by the intake port and subsequently by combustion chamber
geometry during the compression stroke. The swirl intensity increases the
tangential component of the velocity of air inside the cylinder, which aids in the
mixing of fuel and air, and significantly affects the combustion and emission
characteristics of diesel engines.
 Fig. 1.1 Schematic of swirl air motion

1.5 Suction swirl

During suction, air is admitted into the engine cylinder in a tangential

direction. The entering air is deflected by the cylinder wall. Air thereby assumes
a rotary motion i.e. swirl about the cylinder axis. This swirl is called suction
swirl. Helical ports produce swirl upstream of the valve and directed ports have
it downstream. In diesel engines, tangential entry of air is effected by one of the
following methods:

1. By masking a portion of the inlet valve.

2. By angling the inlet port in the desired direction.

3. By providing a lip in the inlet port, over one side of the inlet
valve.
1.6 Compression swirl

The combustion chamber cavity tends to modify the swirl as the piston
approaches the Top Dead Centre (TDC) position during the compression
process. As the piston approaches TDC the rotating air is forced into the piston
bowl. The rotational force is magnified by the reduced diameter of the piston
bowl. Thin, deep bowls have a higher swirl rate.

1.7 Squish

The squish motion of air is brought about by a recess in the piston

crown. At the end of the compression stroke, the piston is brought to within a
very small distance from the cylinder head. This fact causes a flow of air from
the periphery of the cylinder to its centre and into the recess in the piston crown.
This radial inward movement of air is called squish by Ricardo. The combustion
recess, into which the air mass is squeezed in, is located either in the piston crown
or in the cylinder head. The former arrangement is preferred and is widely used.
In this case, heat losses from the compressed air will be lesser. This is because
the piston crown is not cooled to that extent as the cylinder head which is cooled
by the coolant. The figure 3.2 shows squish motion during compression.

Fig.1.2 Schematic of squish air motion Turbulence

Turbulence:

Turbulence contributes to the dispersion of fuel and the micro mixing

of fuel and air respectively. As such, they greatly influence the diesel engine
performance. The flow processes in the engine cylinder are turbulent. In
turbulent flows, the rates of transfer and mixing are several times greater than
the rates due to molecular diffusion. This turbulent diffusion results from the
local fluctuations in the flow field. It leads to increased rates of momentum and
heat and mass transfer, and is essential to the satisfactory operation of Spark
Ignition and Diesel engines.

1.8 COMBUSTION CHAMBER FOR CI ENGINES

The shape of the combustion chamber and the fluid dynamics inside
the chamber are of great importance in diesel combustion. Diesel engines are
divided into two basic categories according to their combustion chamber design.

1) Direct-Injection (DI) engines: This type of combustion chamber

is also called an open combustion chamber. In this type, the
entire volume of the combustion chamber is located in the main
cylinder and the fuel is injected.

2) Indirect-Injection (IDI) engines: This type of combustion

chambers, the combustion space is divided into two parts, one
part in the main cylinder and the other part in the cylinder head.
The fuel injection is effected usually into that part of the chamber
located in the cylinder head.

These chambers are classified further into:

(a) Swirl chamber in which compression swirl is generated.

(b) Precombustion chamber in which combustion swirl is

induced.
 (c) Air cell chamber in which both compression and
combustion swirl are induced.

1.9 Direct Injection Engines

These engines have a single, open combustion chamber into which the
entire quantity of fuel is injected directly. An open combustion chamber is one
in which the combustion space incorporates no restrictions that are sufficiently
small to cause large differences in pressure between different parts of the
chamber during the combustion process.

The main advantages of this type of chambers are:

(1) Minimum heat loss during compression because of lower surface

area to volume ratio and hence, better efficiency.

(2) No cold starting problems.

(3) Fine atomization because of multihole nozzle.

The drawbacks of these combustion chambers are:

(1) High fuel injection pressure required and hence complex design
of fuel injection pump.

(2) Necessity of accurate metering of fuel by the injection system,

particularly for small engines.
1.10 Open combustion chamber

The open combustion chamber is one, in which all the air for
combustion is confined in one space. These chambers mainly consist of space
formed between the flat cylinder head and a cavity in the piston crown in
different shapes. The fuel is injected directly into this space. The injector nozzles
used for this type of chambers are generally of multi hole type working at a
Relatively high pressure (above 200 bars). Combustion of the entire fuel takes
place within this space. Figure 3.3 shows the schematic diagram of open
combustion chamber. In DI diesel engines, a single combustion chamber with
different piston bowl shapes such as square, cylindrical, hemispherical, shallow
depth, toroidal etc. have been used. There are many designs of open chamber,
some of which are shown in figure 3.4

1.11 Shallow depth chamber

In the shallow depth chamber the depth of the cavity provided in the piston is
quite small. This chamber is usually adopted for large engines running at low
speeds. Since the cavity diameter is very large, the squish is negligible.

Fig.1.3. Schematic diagram of open combustion chamber

 Fig.1.4. Schematic of different shapes of open combustion chambers

1.12 Hemispherical chamber

This chamber also gives small squish. However, the depth to diameter
ratio can be varied to give any desired squish to give better performance.

1.13 Cylindrical chamber

This design was attempted in recent diesel engines. This is a

modification of the cylindrical chamber in the form of a truncated cone with a
base angle of 30o. The swirl was produced by masking the valve for nearly 180o
of circumference. Squish can also be varied by varying the depth.

1.14 Toroidal chamber

The idea behind this shape is to provide a powerful squish along with
the air movement, similar to that of the familiar smoke ring , within the toroidal
chamber. Due to powerful squish the mask needed on inlet valve is

small and there is better utilization of oxygen.

1.15 Re-entrant combustion chamber

The re-entrant combustion chamber is a type of open combustion

chamber which has a smaller diameter (opening) at the entry than at the middle.
In this combustion chamber, the lip of the combustion chamber protrudes beyond
the walls of the bowl provides a substantial improvement in performance and
emissions over the previous open straight sided bowl designs. The bowl lip
prevents the air squish motion pushing fuel above the piston crown, so that the
majority of the fuel charge is mixed and burnt within the bowl. The lip also
creates further micro turbulence within the bowl. Deep re-entrant chambers
should be more effective than shallow chambers. Figure 3.5 shows the schematic
diagram of the re-entrant combustion chamber.

Figure 1.5 Schematic diagram of re-entrant combustion chamber

1.16 Indirect Injection Engines

In these engines, the combustion space is divided into two parts. A

divided combustion chamber is defined as one in which the combustion space is
divided into two or more distinct compartments connected by restricted
passages. The fuel is injected to the auxiliary chamber, which is connected to the
main chamber via a nozzle or one or more number of orifices.
 The main advantages of the indirect injection combustion chambers
are:

(1) Injection pressure required is low.

(2) Direction of spraying is not very important.

These chambers have the following serious drawbacks which have

made its application limited.

(1) Poor cold starting performance requiring heater plugs.

(2) Specific fuel consumption is higher.

1.17 Swirl chamber

A swirl chamber consists of a spherical shaped chamber separated from the

engine cylinder and located in the cylinder head. Into this chamber, about 50%
of the air is transferred during the compression stroke. A throat connects the
chamber to the cylinder which enters the chamber in a tangential direction so
that the air coming into this chamber is given a strong rotary movement inside
the swirl chamber and after combustion , the products rush back into the cylinder
through the same throat at much higher velocity.

1.18 Pre-combustion chamber

A Typical pre-combustion chamber consists of an antichambers

connected to the main chamber through a number of small holes. The
precombustion chamber is located in the cylinder head and its volume accounts
for about 40% of the total combustion space. During the compression stroke the
piston forces the air into the precombustion chamber.

The fuel is injected into the prechamber and the combustion is initiated. The
 resulting pressure rise forces the flaming droplets together with some air and
their combustion products to rush out into the main cylinder at high velocity
through the small holes. Thus, it creates both strong secondary turbulence and
distributes the flaming fuel droplets throughout the air in the main combustion
chamber, where the bulk of combustion takes place.

Figure 1.6. shows the schematic Diagram of pre-combustion chamber.

1.19 Air-cell chamber

This chamber is divided into two parts, one in the main cylinder and the other called
energy cell. The energy cell is divided into two parts, major and minor, which are separated
from each other and from the main chamber by narrow orifices. A pintle type of nozzle injects
the fuel across the main combustion chamber space towards the open neck of the air-cell.

1.20 AIR FUEL MIXING

Figure 3.8 shows Fuel sprays, air motion and the development of combustion in a
CI engine. In diesel engines air fuel mixing is the important parameter with respect to
combustion and pollution formation mechanism.
 Figure 1.7. Fuel sprays, air motion, deflection of sprays and

development of combustion

The correct movement of air in the chamber will be, for the air to move from one spray to the
next spray during the period of injection. It is then that the whole air allocated to each spray
will be able to pass through that spray, during the period when the fuel is looking for oxygen.
This will reduce the excess air to be supplied and thereby improve thermal efficiency.

The speed of air movement decides the number of sprays and vice versa.

CI Engines are very useful for high load carrying capacity and torque transmission
engines in the world. The power output to weight ratio is more compared to SI engines, but
thermal efficiency is less compared to SI engines and is around 22% to 34% . So in order to
utilize CI engines one should aim to increase its thermal efficiency as much as possible by
some modifications in the engine design. Though the combustion in CI engine is heterogeneous
, still we can optimize its combustion efficiency by ensuring heat utilization and marginal
reduction in emission levels.
 CHAPTER-2
LITERATURE REVIEW

CI Engines are very useful for high load carrying capacity and torque
transmission engines in the world. The power output to weight ratio is more compared to SI
engines, but thermal efficiency is less compared to SI engines and is around 22% to 34% .
So in order to utilize CI engines one should aim to increase its thermal efficiency as much as
possible by some modifications in the engine design. Though the combustion in CI engine is
heterogeneous , still we can optimize its combustion efficiency by ensuring heat utilization
and marginal reduction in emission levels.

Due to heterogeneous combustion the thermal of C.I. Engine is less in spite

of using a large excess air. Therefore thought of conducting the experiment to overcome the
above problem of low thermal efficiency & also to reduce levels of pollution. The thermal
efficiency of the conventional C.I. Engine is low around 20%to28% due to low rate of air
swirl and improves the improper mixing of air and fuel. If the swirl is weak the products of
combustion are not swept away fast from the surface of the burning drop plate. This will
further suffocate burning of droplet.

Hence to optimize swirl, inlet valve with different shapes on its periphery can be
made first and simulated through computational fluid dynamic. The software used for this
project is starccm+. Results are compared for maximum swirl and turbulent kinetic energy and
finally a physical model is prepared through some suitable materials and through machining

Materials that are commonly used for performance valve applications include
carbon steel alloys, stainless steels, high-strength nickel-chromium-iron alloys and titanium.
The alloys that are most commonly used for performance engines include various high
chromium stainless alloys for intake valves, and 21-4N (EV8) for exhaust valves.

Titanium is often viewed as the ultimate valve alloy material because it is about
40 percent lighter than steel, making it a good alternative for high revving engines. Lighter
valves also allow more radical cam profiles that open and close the valves more quickly for
better off the line performance and low end torque. The durability of titanium is similar to
 that of stainless steel. Titanium valves are being used in many street performance engines as
well as in some production motorcycle engines.

valve is fundamentally different from slide and oscillating valves; instead of sliding
or rocking over a seat to uncover a port, the poppet valve lifts from the seat with a movement
perpendicular to the plane of the port. The main advantage of the poppet valve is that it has
no movement on the seat, thus requiring no lubrication

Poppet valves are used in most piston engines to open and close the intake and
exhaust ports in the cylinder head. The valve is usually a flat disk of metal with a long rod
known as the 'valve stem' attached to one side.

The stem is used to push down on the valve and open it, with a spring generally
used to return it to the closed position when the stem is not being depressed. At high revolutions
per minute (RPM), the inertia of the spring makes it too slow to return the valve to its seat
between cycles, leading to 'valve float'. In this situation desmodromic valves are used which,
being closed by a positive mechanical action instead of by a spring, are able to cycle at the high
speeds required in, for instance, motorcycle and auto racing engines .

The engine normally operates the valves by pushing on the stems with cams and
cam followers. The shape and position of the cam determines the valve lift and when and how
quickly (or slowly) the valve is opened. The cams are normally placed on a fixed camshaft
which is then geared to the crankshaft, running at half crankshaft speed in a four-stroke engine.
On high-performance engines, the camshaft is movable and the cams have a varying height, so
by axially moving the camshaft in relation with the engine RPM, also the valve lift varies. See
variable valve timing.

For certain applications the valve stem and disk are made of different steel alloys,
or the valve stems may be hollow and filled with sodium to improve heat transport and transfer.
Although better heat conductors, aluminium cylinder heads require steel valve seat inserts,
while cast iron cylinder heads often used integral valve seats in the past. Because the valve
stem extends into lubrication in the cam chamber, it must be sealed against blow-by to prevent
cylinder gases from escaping into the crankcase, even though the stem to valve clearance is
very small, typically 0.04-0.06 mm, a rubber lip-type seal ensures that excessive amounts of
oil are not drawn in from the crankcase on the induction stroke and that exhaust gas does not
enter the crankcase on the exhaust stroke. In multi-valve engines more than one intake valve
and one exhaust valve per cylinder is used to improve engine performance.

Valve position

In very early engine designs the valves were 'upside down' in the block, parallel to the
cylinders - the so-called L-head engine because of the shape of the cylinder and combustion
chamber, also called 'flathead engine' as the top of the cylinder head is flat. Although this design
makes for simplified and cheap construction, it has two major drawbacks; the tortuous path
followed by the intake charge limits air flow and effectively prevents speeds greater than 3600
RPM,[10] and the travels of the exhaust through the block can cause overheating under sustained
heavy load. This design evolved into 'Intake Over Exhaust', IOE or F-head, where the intake
valve was in the head and the exhaust valve was in the block; later both valves moved to the
head.

In most such designs the camshaft remained relatively near the crankshaft, and the
valves were operated through pushrods and rocker arms. This led to significant energy losses
in the engine, but was simpler, especially in a V engine where one camshaft can actuate the
valves for both cylinder banks; for this reason, pushrod engine designs have persisted longer
in these configurations than others.

More modern designs have the camshaft on top of the cylinder head, pushing directly
on the valve stem (again through cam followers, also known as tappets), a system known as
overhead camshaft; if there is just one camshaft, this is a single overhead cam or SOHC engine.
Often there are two camshafts, one for the intake and one for exhaust valves, creating the dual
overhead cam, or DOHC. The camshaft is driven by the crankshaft - through gears, a chain or
a timing belt.

Valve wear

In the early days of engine building, the poppet valve was a major problem. Metallurgy
was not what it is today, and the rapid opening and closing of the valves against the cylinder
heads led to rapid wear. They would need to be re-ground every two years or so by a process
known as a 'valve job'.

Adding tetraethyllead to the petrol reduced this problem to some degree, as the lead
would coat the valve seats, in effect lubricating the metal. In more modern vehicles and
properly machined older engines, valve seats may be made of improved alloys such as stellite
and the valves themselves may be made of stainless steel. These improvements have generally
made this problem disappear completely and made leaded fuel unnecessary.

Valve burn (overheating) is another major problem. It causes excessive valve wear and
defective sealing, as well as engine knocking. It can be solved by valve cooling systems that
use water or oil as a coolant. In high performance or turbo charged engines sometimes sodium
filled valve stems are used.

These valve stems then act as a heat pipe. A major cause of burnt valves is a lack of
valve clearance at the tappet, meaning the valve cannot completely close. This removes its
ability to conduct heat to the cylinder head via the seat, and also forces extremely hot
combustion gases between the valve and the seat. Burnt valves will cause a low compression
in the affected cylinder and loss of power.
 3. EFFECT OF GROOVES ON INLET VALVES

Valve designing and timing are the important parameters to the enhance the efficiency of the
CI engine. There are large varieties of valve deigns are available. some of them are Straight,
circular etc.,

Fig 3.1 Inlet Valve without grooves

As the airflow passes various components and stages of the intake system, different
properties and characteristic of the intake charge have been modified to achieve the overall
goals of the air management system. The intake air filter ensures that air cleanliness is adequate,
the charge air composition and oxygen content is controlled by introducing EGR to the intake
air and the compressor and charge air cooler ensure that intake manifold pressure and
temperature objectives are met and that intake charge density is within design limits. A few
final aspects of air management are achieved after the intake charge exits the intake manifold
and enters the cylinder. Valves or ports control the timing of air flow to the cylinder. Also, the
passage between the intake manifold and cylinder can have a significant influence on the flow
as it enters the cylinder and can be used to impart a suitable bulk motion and kinetic energy to
the charge to support the mixing of air, fuel and intermediate combustion products in-cylinder.

In four stroke engines, intake gas enters the cylinder through a port located in the cylinder head
and past a valve used to open and close the port. In two stroke enginesdiscussed elsewhere
ports in the cylinder liner that are alternately covered and uncovered by the piston are
commonly used.
 Fig 3.2. inlet valve parameters

Gas flow into and out of the cylinder in 4-stroke engines is controlled almost exclusively by
poppet-style valves (Figure 1). While other valve designs have been used or proposed, none
appear to be able to match the reliability and sealing ability of the poppet style valve. The most
common poppet valve construction in automotive use is the one-piece valve where the entire
valve is made from the same material. However, other variations are available including:

A welded tip construction has a separate tip welded to the stem above the keeper grove.
The tip can be made from a material that is much more wear resistant than the rest of
the valve.
A two-piece construction has a separate stem welded above the fillet, Figure 2 left.
An internally cooled construction has a hollow stem containing a coolant such as
metallic sodium or sodium-potassium mixture and is commonly used in extreme duty
and high performance exhaust valves, Figure 2 center. Valve temperature peaks are
reduced due to the shaker effect of the molten metal and these designs can withstand
thermal loads particularly well. The temperature in the hollow neck can be lowered by
about 80 to 130 K, reducing overall wear of the valve and valve seat insert.
Some designs also have a hollow cavity in the valve head that contains metallic sodium,
Figure 2, right. This is an extension of the classic sodium-filled hollow valve, with an
additional cavity in the valve head. This can further temperature peaks in the valve head
and further increase the valve service life.
A welded seat face construction has a valve seat that is welded with a hard overlay to
better withstand conditions that would otherwise lead to extreme valve seat wear and/or
corrosion.
3.1 Base model (conventional inlet poppet valves):

The conventional inlet valve is as shown above, consisting of combustion face which
is exposed to a very high temperatures during the process of combustion. Valve is having a
delicate part called seating which should be very accurate enough in dimensions and
finishing so that accurate locking and sealing enhances the whole engine performances

Simulation By Using Cfd:

Hence CFD simulations were carried out for analyzing swirl, turbulence, velocity of inlet air
and also pressure distribution inside the cylinder during suction stroke and are analyzed at
different inlet valve lift positions in comparison with base model.
ANALYSIS OF SWIRL BY SIMULATION:

BASE MODEL:

LOW LIFT MEDIUM LIFT HIGH LIFT

Fig.3.4 CFD analysis of BASE MODEL

The swirl intensity is very less at the medium and at high valve lifts. Compare this
intensity with the following model; we can notice that which type of valve will give better
swirl intensity.
 CHAPTER - 4

PRESENT WORK

In this project CI engine efficiency can be increased by changing the inlet valve grooves. There
are so many possibilities in inlet valve deigns. One of the best outcome is changing the grooves
geometry. Grooves are generally in circular, rectangular, square etc.

Helical grooves provide best outcome results compare with

other geometrical grooves. Here swirl is created by the helical grooves which results good
turbulence effect in the engine cylinder. Turbulence production in the engine cylinder i n
important parameter to enhance the efficiency of the CI engine.

Start the engine at no load and make it run for 5 min to get

stabilize. Then take the ammeter and voltmeter reading and time taken for 10cc fuel

consumption. Keep the speed of engine 1500 rpm constantly by adjusting the fuel

supply to the engine. Then apply the load and take the ammeter and voltmeter readings.

Wait for 2 minutes for stabilizing the engine then note the time taken for 10cc fuel

consumption. Again apply the load and repeat the above procedure and the slowly

remove the load on the engine and stop the engine. Calculate the required parameter

using the formulae and draw the required graphs.

Physical model preparation:

1. Same valve material is selected for making fins and masks on the inlet valves because of;
2. It can with stand high temperature up to 8000C to 10000C.
3. It is wear resistant.
4. Grooving is done by CNC machines.
5. Masks are welded by TIG welding set up.
Grooving is the process of removing a small piece of metal on the valve head without
disturbing the valve seating; the small cavities are called grooves. Here for analysis we
have used 2-grooved valves, 3- grooved valve and 5- grooved valve, which are having the
following dimensions:
Width of groove: 3mm
Depth of groove: 3mm
Outer dia of grooves: 22mm
Inner dia of grooves: 8mm

In CI engine the air is sucked in to the cylinder by the piston, fuel is injected in to the cylinder
by the injector. Intermingling the fuel and air is important factor. By providing the helical
grooves on the inlet valve mixing of the air and fuel very effectively.

Experimental Set up (Test Rig):

Fig. 3.7 grooves inlet

 Fig. 3.8 physical model of grooves inlet

Kirloskar Make Four Stroke Single Cylinder Diesel Engines

Specifications:

Bore : 85mm
Speed : 1500 rpm
Cooling medium : water cooling
Number of Cylinders : 1
Fuel : Diesel
Calorific value : 42000 kJ/kg
Stroke Length : 110 mm
Engine BHP : 5 HP

Inlet valve with grooves

 Calculation Analysis

Base Model
Item Trail-I Trail-II Trail-III Trail-IV Trail-V Trail-VI

1 Load (N) 0 500 1000 1500 2000 2500

2 Voltmeter (V) 230 230 230 230 230 230
in volts
3 Ammeter (I) in 0 2 3.5 5 7 8.5
amps
4 Time taken for 64 50 46 41 33 28
fuel
consumption in
(sec)
5 Speed (rpm) 1500 1500 1500 1500 1500 1500

CALCULATION: TRAIL 1

VIcos
1. Brake Power(BP) = transgen1000

230 2 1
= =0.521kW
0.98 0.9 1000

Where, V= voltage (Volts)

I= Current (amps)
Cos = Power factor = 1
trans= Transmission efficiency = 0.98
gen = Generator efficiency = 0.9
 Fuel consumptionSpecific weight3600
2. Total fuel consumption =
t 1000

100.853600
= = 0.546 kg/hr
561000

Total fuel consumption

3. Brake specific fuel consumption =
Brake power

0.546
= = 1.047 kg/kW-hr
0.521

Total fuel consumptionCalorific value

4. Heat input =
3600

0.54642000
= = 6.37 kW
3600

5. Friction Power (FP) = From the Graph = 1.925 kW

6. Indicated Power (IP) = Brake power + Friction power

= 1.925+ 0.521 = 2.446 kW

Brake power
7. Mechanical Efficiency (mech) = 100
Indicated power

0.521
= 100 =21.3%
2.446
 Brake power
8. Brake Thermal Efficiency (Bth) = 100
Heat input

0.521
= 100 = 8.1%
6.37

Indicated power
9. Indicated Thermal Efficiency(Ith) = 100
Heat input

2.446
= 100 = 38.39%
6.37

Brake power60
10. Brake Mean Effective Pressure (BMEP) = 100
LnAK

L = Length of stroke = 0.11m

n = N/2 = 1500/2 = 750 rpm

A= 4 2 = 4 (0.085)2

K= Number of cylinders = 1

0.52160
= 66.76 kN/m2
0.11 5.67103 750

11. Indicated mean effective pressure (Imep) = Indicated power60

LnAK

2.44660
= = 313.46kN/m2
0.11 5.67103 750
 Item Trail-I Trail-II Trail-III Trail-IV Trail-V Trail-VI
1 Brake 0 0.521 0.9126 1.3 1.825 2.216
Power kW
TFC kg/hr 0.478 0.546 0.665 0.746 0.9272 1.092

2
3 BSFC 1.038 1.047 0.7286 0.5738 0.508 0.492
kg/kWhr
4 Heat input 5.576 6.37 7.75 8.7 10.817 12.74
kW
5 Mechanical 0 21.3 33.16 40.31 48.66 53.52
Efficiency
mech
6 Brake 0 8.1 11.77 14.04 16.87 17.344
Thermal
Efficiency
Bth
7 Indicated 34.54 38.39 36.64 37.6 34.6 32.40
Thermal
Efficiency
Ith
8 Bmep 0 66.76 116.95 166.51 233.88 233.98
kN/m2
9 Imep 246.69 313.46 363.64 413.29 480.57 530.58
kN/m2
10 Indicated 1.925 2.446 2.6376 3.225 3.75 4.141
Power kW
11 Friction 1.925 1.925 1.925 1.925 1.925 1.925
Power kW
 With swirl effect:

S.No. Item Trail-I Trail-II Trail-III Trail-IV Trail-V Trail-VI

1 Load (N) 0 500 1000 1500 2000 2500
2 Voltmeter (V) 230 230 230 230 230 230
in volts
3 Ammeter (I) in 0 3.3 4.6 6.3 8.9 9.7
amps
Time taken for 71 59 50 45 38 33
fuel
consumption in
(sec)
5 Speed (rpm) 1500 1500 1500 1500 1500 1500

VI COS 2304.6
1. Brake Power = = = 0.971 kW
transgen100 0.980.9100

Fuel consumptionSpecific weight3600

2. Total fuel Consumption =
t 1000

100.853600
= = 0.612 kg/hr
501000

Total fuel consumption

3. Brake specific fuel consumption =
Brake power

0.612
= = 0.630 kg/kW-hr
0.971
 Total fuel consumptionCalorific value
4. Heat input = =
3600

0.61242000
= = 7.14 kW
3600

4. Friction Power = 1.521 From the graph

5. Indicated Power = Brake power + friction power

= 0.971 + 1.521 = 2.492 kW

Brake power
6. Mechanical Efficiency (mech) = 100
Indicated power

0.971
= 100 = 38.96 %
2.492

Brake power
7. Brake Thermal Efficiency (Bth) = 100
Heat input

0.971
= 100 = 13.59%
7.14

Brake power60
8. Brake Mean Effective pressure (BMEP) = 100
LnAK

0.97160
= 100 = 125.06 kN/m2
0.11 5.67103 750

Indicated power
9. Indicated Thermal Efficiency = 100
Heat input

2.492
= 100 = 34.90 %
7.14
 Indicated power60
10.Indicated Mean Effective Pressure =
LnAK

2.49260
= = 319.64 kN/m2
0.11 5.67103 750
S.No. Item Trail-I Trail-II Trail-III Trail-IV Trail-V Trail-VI
1 Brake 0 0.860 0.971 1.330 1.879 2.048
Power kW
2 TFC kg/hr 0.434 0.518 0.612 0.680 0.805 0.927
3 BSFC 0 0.602 0.630 0.511 0.428 0.452
kg/ kW hr
4 Heat input 5.063 6.043 7.14 7.932 9.391 10.815
kW
5 Mechanical 0 36.11 38.96 46.65 55.2 57.38
Efficiency
mech
6 Brake 0 14.23 13.59 16.76 20.9 18.93
Thermal
Efficiency
Bth
7 Indicated 30.04 39.40 34.90 35.94 36.21 33.18
Thermal
Effiuciency
Ith
8 Bmep 0 110.95 125.06 170.6 241.01 262.69
kN/m2
9 Imep 195.03 305.40 319.64 365.68 436.23 457.78
kN/m2
10 Indicated 1.521 2.381 2.492 2.851 3.401 3.569
Power kW
11 Friction 1.521 1.521 1.521 1.521 1.521 1.521
Power kW
 Results, Graphs & Analysis

Base Model

1. BRAKE POWER (VS) BRAKE THERMAL EFFICIENCY

20

18

16

14

12

10

0
0 0.521 0.9126 1.32 1.825 2.216

2. BRAKE POWER (VS) INDICATED THERMAL EFFICIENCY

39

38

37

36

35

34

33

32

31

30

29
0 0.521 0.9126 1.3 1.825 2.216
3. BRAKE POWER (VS) MECHANICAL EFFICIENCY

60

50

40

30

20

10

0
0 0.521 0.9126 1.3 1.825 2.216

4. BRAKE POWER (VS) BRAKE MEAN EFFECTIVE PRESSURE

300

250

200

150

100

50

0
0 0.521 0.9126 1.32 1.825 2.216
 5. BRAKE POWER (VS) INDICATED MEAN EFFECTIVE PRESSURE

600

500

400

300

200

100

0
0 0.521 0.9126 1.32 1.825 2.216

6. BRAKE POWER (VS) TOTAL FUEL CONSUMPTION

1.2

0.8

0.6

0.4

0.2

0
0 0.521 0.9126 1.3 1.825 2.216
 WITH SWIRK EFFECT

1. BRAKE POWER (VS) BRAKE THERMAL EFFICIENCY

25

20

15

10

0
0 0.86 0.97 1.33 1.87 2.04

2. BRAKE POWER (VS) INDICATED THERML EFFIIENCY

45

40

35

30

25

20

15

10

0
0 0.86 0.97 1.33 1.87 2.04
 3. BRAKE POWER (VS) MECHANICAL EFFICIENCY

70

60

50

40

30

20

10

0
0 0.86 0.97 1.33 1.87 2.04

4. BRAKE POWER (VS) BRAKE MEAN EFFECTIVE PRESSURE

300

250

200

150

100

50

0
0 0.86 0.97 1.33 1.87 2.04
 5. BRAKE POWER (VS) INDICATED MEAN EFFECTIVE PRESSURE

500

450

400

350

300

250

200

150

100

50

0
0 0.86 0.97 1.33 1.87 2.04

6. BRAKE POWER (VS) TOTAL FUEL CONSUMPTION

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0
0 0.86 0.97 1.33 1.87 2.048
 CHAPTER-7
CONCLUSION

CONCLUSION:

1. Optimization of inlet air to the engine can be done by means of inlet

poppet valves.

2. CFD simulation can advise better results.

3. Masking of inlet valves improves swirl rate and intern brake thermal
efficiency of engine.

4. Pollution levels are also decreased with all varieties of valves when
compared to conventional valve.

5. Manufacturing cost of masks and grooves are less and can easily
prepared.
 References

[1]. Pandey K. M. and Roy Bidesh : Intake valve design for high level swirl
Induction in carbureted spark ignition engine, Department of Mechanical
Engineering, N.I.T Silchar, Assam (INDIA) JERDVol. 7 No. 1A, July-
September 2012

[2]. Seita Akimoto Techniques for Low NOx Combustion on Medium Speed
Diesel Engine TECHNICAL PAPER

[3]. Jorge MARTINS Design of an inlet track of a small i. C. Engine for swirl
enhancement 20th International Congress of Mechanical Engineering
Copyright 2009 by ABCM November 15-20, 2009, Gramado, RS, Brazil

[4]. Bassem Ramadan, Study of swirl generation in di diesel engine using kiva-
3v Kettering University

[5]. Christophe Garth Extraction and Visualization of Swirl and Tumble

Motion from Engine Simulation Data, Univ. of Kaiserslautern
(hagen@informatik.uni-kl.de)

[6]. Wendy Hardyono CFD Investigation of Fluid Flow and Turbulence Field
Characteristics in a Four-Stroke Automotive Direct
Injection Engine, University Kebangsaan Malaysia, 43600 UKM
Bangi, Selangor Techniques for Low NOx Combustion on
Medium Speed Diesel Engine
[7]. Fredrik Karlsson Modeling the Intake Manifold Dynamics in a Diesel
Engine, Avdelning, Institution Division, Department
[8]. Abhilash M Bharadwaj Study of Swirl and Tumble Motion using CFD
Research Scholar, Indian Institute of Science, Bangalore
 [9]. Mike Bergin Examination of initialization and geometric details on the
results of cfd simulations of diesel engines International Multi-
Dimensional Engine Modeler Meeting April 19, 2009, Detroit,

[10].N. Neal and D. Rothamer an Optical Study of the Impact of Swirl Ratio on
Extended Lift-off Diesel Combustion Spring Technical Meeting of the
Central States Section of the Combustion Institute April 22-24, 2012

[11].V.V. PrathibhaBharathi Influence of in cylinder air swirl on diesel engine

performance and emission International Journal of Applied Engineering
and Technology ISSN: 2277-212X (Online)
IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE)

e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 12, Issue 6 Ver. VI (Nov. -

Dec. 2015), PP 55-65 www.iosrjournals.org