ISSN: 2454-1362, 3D Modeling ... · affects whole working of the system. Various attributes of the engine depends on cylinder pressure, for example: a) Efficiency b) Engine economy

Imperial Journal of Interdisciplinary Research (IJIR) Vol-2, Issue-11, 2016 ISSN: 2454-1362, http://www.onlinejournal.in

Imperial Journal of Interdisciplinary Research (IJIR) Page 732

3D Modeling of 4 Strokes Petrol Engine Cylinder Head by Direct Measurement to

Determine the Effect of Additional Hole Where Pressure Transducer Can Be Mounted

Aman Rawat¹ & Antariksha Verma²

Suresh Gyan Vihar University¹, SGSITS²

Abstract: The daily presence of the road vehicles, be them motor vehicles, public transport vehicles, utility vehicles, road trains or special motor vehicles, is a very usual and indispensable one. As we all know, their propelling is done nowadays with the help of the internal combustion motor in an overwhelming percentage .The optimal operation of an internal-combustion engine, translated by its capacity to supply the prescribed power and torque. Knowing of these values is, therefore, indispensable for the correct management of the processes that take place inside the engine. In this work modeling dimensions are taken by direct measurement of existing cylinder head and computer aided modeling of Cylinder head is done on Inventor professional 2012 Software to geometrically locate pressure transducer hole, and its finite element (stress and heat transfer) analysis is done through Ansys workbench 12.0 software under definite loading and operational conditions, to obtained different stress and temperature values and simulation results obtained are compared for basic model and additional hole model. To find out the relative percentage of deviation between two results.

1. INTRODUCTION

From late 1680’s to1880’s constant efforts were made, in order to develop an IC-engine. Finally in 1890 Wilhelm Maybach succeeded in building the first ever four cylinders, four stroke engine. Engine as we know is the heart of any automobile, a vehicle is immobile without its heart just as we humans.

From the very beginning of the history of evolution of internal combustion engines, in cylinder pressure and its measurement has been a key element, it has been a hot topic of investigation ever since engine’s evolution. In cylinder pressure measurement not only being the key part but almost all the variables of an IC-engine depends on it, it affects whole working of the system.

Various attributes of the engine depends on cylinder pressure, for example:

a) Efficiency b) Engine economy c) Power generated d) Power attained e) Pollutant emission f) Engine stability etc.

Previously the cylinder pressure was taken to be constant, analysis were carried based on this hypothetical assumptions. Later, lab testing and further analysis proved that it is not constant and provided us with better and accurate results. Later testing proved that there is flocculation in engine temperature and pressure depending on various attributes such as crank angle etc; this analysis provided us with better pressure diagrams which helped the engineers in studying the engine working more efficiently and effectively.

Today the cylinder pressure is measured in labs of automotive industries using high pressure transducers but no one knows how actual working conditions affect the engine parameters. In actual working conditions, engine faces various problems which affect the working of the engine. Knowing the in cylinder flocculation in actual working conditions can help us to further improve engine geometries and carry further studies.

What we are trying to do is, to locate a separate spot on cylinder head where pressure sensor can be mounted. This will help to monitor in cylinder flocculation as per adverse working conditions. This can be very expensive if we approach through a hit and trial method, so we create a virtual 3-D model of cylinder head by using direct measurements, so that it can be analyzed on software application and most appropriate location for mounting pressure sensor can be found. We create a separate hole by 3-D modeling on Autodesk inventor and carry its analysis on Ansys

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to check that it does not affect the engine conditions.

1.1. IC Engine Geometry

The basic idea of IC-engine is shown in Fig.1.1. The cylinder, is closed at one end, is filled with a mixture of fuel and air. As the crankshaft turns it pushes cylinder. The piston is forced up and compresses the mixture in the cylinder’s top. The mixture is set alight and, as it burns, it creates a pressure on the piston, forcing it down the cylinder. Geometry of an Internal Combustion Engine Includes:

1). Cylinder 2). Cylinder head 3). Piston 4). Piston rings 5). Connecting rod 6). Crank shaft 7) Crank case 1. EXPERIMENTAL SETUP

Measured dimensions of a hero splendor engine;

1). Length 130mm 2). Width 90mm 3). Height 90mm 4). Inlet valve

angle 31deg

5). Exhaust valve angle

31.5deg

6). Cylinder bore diameter

40mm

7). Fin thickness 2mm 8). Cylinder bore

depth 15mm

2.1Modeling using Inventor Professional In this project work, we use Inventor Professinal for modeling purpose of Cylinder Head of IC engine. Inventor Professional has the capability of transferring its made software into other CAD software’s in different format like IGES. Inventor Professional is developed by Autodesk corporation and this is one of the fastest growing solid modeling software. As a parametric featured based solid modeling tool, it not only unites the 3D parametric features with 2D tools, but also addresses every design-through-manufacturing process. The solid modeling tool used here allows us to easily import the standard format files with an amazing compatibility to other software’s.

2.2Analysis using Ansys Workbench 12.0 After generation of model, 3D CAD model is imported in IGES format in Ansys workbench 12.0. We performed a Static and Thermal analysis using

finite element analysis (FEA). The complete procedure of analysis has been done using ANSYS-12.0. To conduct finite element analysis, the general process of FEA is divided into three main phases, preprocessor, solution, and postprocessor.In preprocessor, it processes the input data to produce the output that is used as input to the subsequent phase (solution). Solution phase is completely automatic. The FEA software generates the element matrices, computes nodal values and derivatives, and stores the result data in files. These files are further used by the subsequent phase (postprocessor) to review and analyze the results through the graphic display and tabular listings.The output from the solution phase is in the numerical form and consists of nodal values of the field variable and its derivatives so postprocessor processes the result data and displays

3. RESULTS AND DISCUSSION

3.1 Theoretical Results 3.1.1 Results for Coefficient of Convection

Air temp(ᵒC)

velocity(Km/hr)

Convection coefficient (W/mm2ᵒC)

20 (winter) 40 6.25975E-05 60 8.63122E-05 80 0.000108989

40 (Summer)

40 6.04672E-05 60 8.3656E-05 80 0.000105279

Table 3.1 Coefficient of Convection for Various Conditions

3.1.2 Results for Temperature Stress

Air Temp Velocity, Km/h Temp. Stress Psi (Basic Model)

Temp. Stress Psi

(Hole Model)

20 (Winter)

40 9750 11325

60 11025 13650

80 12600 15375

Table 3.2 Temperature Stress Variation with velocity (winter)





Air Temp Velocity, Km/h

Temperature Stress Psi

(Basic Model)

Temperature Stress Psi

(Hole Model)

40 (Summer)

40 9000 10425

60 10500 12600

80 11625 14175

Table 3.3 Temperature Stress Variation with Velocity (summer)

Fig 3.2: Temperature Stress Variation (summer)

3.1.3 Mechanical Stress Results • For Basic Model

= 309.375 N/mm2 • For Hole Model

40Km/

h

60Km/

h

80Km/

hBasicModel 9000 10500 11625

HoleModel 10425 12600 14175

80009000

100001100012000130001400015000

STR

ESS

(Psi

) →





Fig 3.7: Temperature for Basic Model at 80kmph

velocity (Winter)

Fig 3.8: Temperature for Hole Model at 80kmph

velocity (Winter) Velocity Temperature

(Basic model) Temperature

(additional hole model) 0 Km/h 350 350 40 Km/h 220.01 199.43 60 Km/h 203.82 168.58 80 Km/h 182.14 145.88

Table3.4 Temperature Variation with Velocity (for winter)

Fig 3.9: Temperature Variation with velocity

(Winter)

3.2.2 Heat Transfer Analysis Results for Summer

4 Fig 3.10: Temperature for Basic Model at 40kmph

velocity (Summer)


velocity (Summer)

Fig 3.12: Temperature for Basic Model at 60kmph velocity (Summer)


velocity (Summer)





Fig 3.14: Temperature for Basic Model at 80kmph

velocity (Summer)


velocity (Summer)

Velocity Basic model With additional hole model

0 Km/h 350 350

40 Km/h 230.54 211.45

60 Km/h 215.24 182.51

80 Km/h 195.42 161.31

Fig 3.16: Temperature variation with velocity

(summer) 3.3 Stress analysis results

Fig 3.17: Equivalent stress on basic model

Fig 3.18: Equivalent stress on hole model

Fig 3.19: Maximum principle stress for basic

model

Fig 3.20: Maximum principle stress for hole model

0Km/h

40Km/h

60Km/h

80Km/h

Withouthole 350 230.54 215.24 195.42

With hole 350 211.45 182.51 161.31

050

100150200250300350400

Tempe

rature(ᵒC)

Temperature change with velocity





Fig 3.21: Minimum principle stress for basic

model

Fig 3.22: Minimum principle stress for hole model

Fig 3.23: Maximum shear stress for basic model

Fig 3.24: Maximum shear stress for hole model

Fig 3.25: Normal stress for basic model

Fig 3.26: Normal stress for hole model

Fig 3.27: Shear stress for basic model





Model Type Equivelant Stress

Maximum Principle

Stress

Minimum Principle

Stress

Maximum Shear Stress

Normal Stress

Shear Stress

Without hole 18.124 22.361 3.347 10.186 8.786 5.598

With Hole 16.657 21.317 3.713 9.395 9.493 5.558

Table 3.6 Stress Variation in both models

Fig 3.29: Stress Variation in both models

3.4 Discussion

3.4.1 Heat Transfer Analysis From the Table 3.4 and Fig 3.9 we can say that for winter conditions the value of outer surface temperature in additional hole model is reducing at all the velocities, with respect to basic model. Therefore percentage variation in temperature is given in Table 3.7.

Velocity (Kmph) 0 40 60 80

Difference between basic and additional

0 9.35 17.29 19.91

model results (%)

Table 3.7: Percentage Variation in outer surface temperature (winter)

Similarly From the table 3.5 and Fig 3.16 we can say that for Summer conditions the value of outer surface temperature in additional hole model is reducing at all the velocities, with respect to basic model. Therefore percentage variation in temperature is given in table 3.8.

Velocity (Kmph) 0 40 60 80

Difference between basic and additional model results (%)

0 8.28 15.21 17.45

Table 3.8: Percentage Variation in outer surface temperature (summer)

3.4.2 Stress Analysis From Table 3.6 and fig 3.28 we evaluate that as compare to basic model, in hole model the equivalent stress, maximum principle stress, maximum shear stress and shear stress are reducing, while minimum principle stress and normal stress are increasing. Therefore percentage variation in temperature is given in Table 3.9.

Stress Equivelant Stress

Maximum Principle Stress

Minimum Principle Stress

Maximum Shear Stress

Normal Stress

Shear Stress

Percentage change in stress 8.09 4.67 -10.94 7.77 -8.05 0.71

Table 3.9: Percentage Variation in Stresses

4. CONCLUSION

Comparison of both basic and additional hole model on the basis of heat transfer analysis is showing reduction in minimum

temperature in all of the velocities, which is significantly good for cooling of engine.

Combination of mechanical and thermal stresses is showing reduction from basic model to additional model, which may be





considered good from strength point of view.

Simulation results are compared with theoretical results and found acceptable.

From above we can say that the selected location for additional hole is considerable for physical model..

4.1. FUTURE SCOPE

1. The dissertation approach may be utilized for dynamic analysis.

2. It can be utilized for harmonic analysis under vibrating load condition.

3. After simulation the results of stresses can be checked by experimental results and the variation in the results can be found out.

4. After mounting pressure sensor at selected location engine parameters may be inspected precisely.

5. This approach may be utilized for simulation of assembly of cylinder head with its components.

5. REFERENCES

1) Li Chen, Mehran Mehregany, “A silicon carbide capacitive pressure sensor for in-cylinder pressure measurement 145–146, pp: 2–8, (2008) 2) E. Weißenborn, T.Bossmeyer, T.Bertram, Mechanical Systems and Signal Processing 25, pp: 1887–1910, (2011). 3) G.SureshBabu, S.D.V.S.Jagadeesh, U.B.Saicharan, P.R.S.Praneeth,, International Journal of Innovative Technology and Exploring Engineering, Vol 2(5), pp: 164-167 (2013) 4) Asok K. Sen, Rafal Longwic, Grzegorz Litak, Krzysztof Go rski, , pp: 362–373, (2008) 5) Gequn Shu, Jiaying Pan, Haiqiao Wei, “Analysis of onset and severity of knock in SI engine based on in-cylinder pressure oscillations”, , pp: 1297-1306, (2013) 6) Francis Morey, Patrice Seers, “Comparison of cycle-by-cycle variation of measured exhaust-gas temperature and in-cylinder pressure measurements”, pp: 487–491, (2010) 7) F. Taglialatela, M.Lavorgna, E.Mancaruso, B.M., Mechanical Systems and Signal Processing 38, pp: 628–633, (2013) 8) F. Payri,J.M.Luja´ n, J.Martı´n, A.Abbad, “Digital signal processing of in-cylinder pressure for combustion diagnosis of internal combustion engines”, Mechanical Systems and Signal Processing 24, pp: 1767–1784, (2010) 9) D.T. Hountalas, A. Anestis, “Effect of pressure transducer position on measured cylinder.



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ISSN: 2454-1362, 3D Modeling ... · affects whole working of the system. Various attributes of the engine depends on cylinder pressure, for example: a) Efficiency b) Engine economy