2014 Niyaz - Twin Helical Intake Port Design Optimization and Validation by Using CFD Analysis

International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 4, April 2014)
Twin Helical Intake Port Design Optimization And Validation

By Using CFD Analysis
H. Mohamed Niyaz1, Prof. A. S. Dhekane2
1,2
Dy. Patil college of engineering, Akurdi, Pune-411044
Abstract—CFD analysis is useful tool to optimise the intake In the combustion chamber the important part is to
port design for better breathing performance of the engine. increase the performance of the intake port. The importance
Volumetric efficiency is expected to increase if the optimum of the port flow effects the performance of the engine and
mass flow rate is achieved in the combustion chamber. Virtual also the engine efficiency. The instantaneous valve flow
flow bench is the best evaluation technique to validate the
area depends on valve lift, the geometric details of the
CFD analysis, so that the time required for the product design
can be very well reduced. Flow bench test rig is compared valve head seat and valve stem.
with the CFD virtual analysis results. The calculation is
carried out for different stage of valve lift. The flow coefficient II. BLOCK DIAGRAM
and swirl ratio are measured from it. Both CFD and flow CFD analysis and flow bench measurement are indicated
bench test measurement are compared and for its accuracy,
in the below flow chart fig.1
methodology has been developed for the future development.
Keywords— Discharge co-efficient, swirl torque, CFD, flow

test bench.
I. INTRODUCTION
To design and optimize the internal combustion engine,
optimization of the inflow air through the intake port is the
key element. So that the volumetric efficiency of the
internal combustion engine is influenced by the charge
movement generated by the intake stroke. Nature of the
swirl flow inside the engine determined by the swirl and
tumbles motion of the intake air. Swirl test measurement
and CFD analysis is often used to validate the intake port
design. Optimum volumetric efficiency can be achieved by
the intake port shape optimization and validation for the
same.
Engine intake port geometry controls swirl ratio,
volumetric efficiency and combustion characteristic. CFD
Figure 1. Work flow chart
simulation of the internal combustion engine is used to
investigate the flow characteristic of the intake ports and
III. COMPARISON BETWEEN CFD & EXPERIMENT METHOD
combustion chamber which gives higher volumetric
efficiency. The dominant parameter like flow coefficient, A. Experimental method
swirl ratio and mass flow rate and the accuracy of the Flow bench is the experimental setup which is used to
simulated model is validated using the flow bench setup. calculate the swirl ratio and flow coefficient. The
Intake port design of an engine is specifically follows experimental setup is as shown in fig.2 for the steady state
the types of the combustion chamber and type of the testing measurement. Calibrated dial gauge are used to
engine. Intake port design should be such a way, that can adjust or correct the valve lift positions. Compressor unit is
produce swirling motion of air which helps to produce kept below the cylinder to create adequate vacuum inside
proper mixing of air and fuel. the cylinder. Pressure inside the cylinder and atmospheric
pressure is monitored by the pressure sensor.
454
System pressure measurement at the bottom of the
cylinder is measured by compensation tank pressure sensor.
Compensation tank maintains the system pressure equal to
the stagnation pressure, so that the dynamic head can be
recovered. Atmospheric temperature is measured by the
temperature sensor and flow rate across the intake port is
measured by air flow sensor.
Paddle wheel arrangement can calculate the swirl ratio
inside the cylinder. This setup shown in fig.3. angular
velocity of the air is measured by the paddle wheel setup
arrangement.
Figure 3. Experimental set up for swirl measurement
B. Computational model
Air intake model:
Air intake model is the combination of intake port,
valve, valve seat, valve stem and combustion chamber. The
atmospheric condition is very well replicated by the
hemispherical bell shape entrance to avoid any entrance
losses. BDC of the piston in the actual engine is the bottom
of the computational cylinder model. Fig.4. shows the CFD
analysis model.
Air flow charge model:
Swirl ratio and discharge coefficient are measured at the
bottom of the cylinder where swirl monitoring plane
Figure 2. Experimental set up for flow coefficient measurement placed. It is assumed at the bottom of the cylinder where
the swirl ratio and flow coefficient are measured. This 2D
interior plane replicates the paddle wheel in the flow bench
setup. Compensation tank is not considered in the CFD
analysis, because static pressure at the outlet boundary
condition can take care of the stagnation pressure. Fig.5.
shows the location of the swirl monitoring plane that used
to manipulate the angular moment flux in the CFD
analysis.
455
Tetra- hetral mesh is recommendable for this port flow
analysis as shown in fig.6. and intake port cross sectional
mesh is shown in fig.7. all the air flow velocity passing
through the valve seat area is captured by the fine mesh
grid at the throttle nozzle.
Figure 4. 3D cad model of intake port
Figure 6. Mesh creation of intake port
Figure 5. Intake port computational model Figure 7. Valve and throat inflation
IV. GRID GENERATION V. CALCULATION PARAMETERS

Mesh generation is the very important step and time C. Flow coefficient
consuming process in the CFD analysis. The flow coefficient (αk) is defined as the ratio of the
actual or measured mass flow rate at standard condition and
the theoretical mass flow rate.
456
Cylinder bore diameter is used as characteristic length Axial speed of the air flow in the cylinder is calculated
for calculating the theoretical mass flow rate. by
The actual or measured mass flow rate at standard Theoretical volumetric flow rate is calculated using
condition is calculated using the following expression. orifice meter equation as,
The theoretical mass flow rate is calculated using the

following expression.
Piston area is calculated from piston bore diameter VI. CALCULATION TECHNIQUE
E. Flow bench measurement
Experimental measurement for the steady state air flow
Density is calculated for reversible adiabatic flow in the intake port can be carried out by flow bench test rig.
In-cylinder chamber and inlet mouth are kept with the
constant pressure difference to initiate the air flow inside
the chamber. The system pressure can be controlled by
Flow velocity is calculated for isentropic flow flow bench controller. It also monitor the system
temperature, pressure and air flow rate. Swirl ratio is
calculated by paddle wheel rotation. Experimental
calculation of swirl ratio and flow co-efficient are tabulated
in the below table I.
TABLE I
EXPERIMENTAL FLOW MEASUREMENT
Flow
Lift (mm) Swirl Ratio
coefficient
Gauge static pressure P2 measured in the compensating 1 0.139 0.201
tank can be considered as stagnation pressure for ΔP 2 0.338 1.082
calculation as the dynamic component is fully recovered. 3 0.476 1.184
4 0.562 1.431
D. Swirl ratio
5 0.701 1.652
Swirl ratio is defined as the ratio of circumferential air 6 0.771 1.765
speed in the cylinder to the axial speed of the air flow in the 7 0.794 1.712
cylinder 8 0.833 1.664
F. CFD flow calculation
Air flow properties of the intake port has been
Circumferential Air velocity in the cylinder is calculated investigated thoroughly by steady state virtual flow CFD
by using calculation Very fine mesh refinement has been done to
capture the small velocity gradient of the air near the valve
seat area and capturing gradient is the key for accurate
simulation results.
457
Governing equation: These boundary pressures are exactly same as the test
Most CFD problems are solved by the famous Navier pressure. The wall is consider as adiabatic and no slip
stroke mass , momentum and energy equation. Turbulence surfaces.
flow is captured in the steady state κ−ε model. Wall The flow coefficient and swirl ratio for different valve
treatment is selected as no slip and stationary wall function lift conditions are tabulated in the below table II. Flow
to represent the flow near the wall. The main source of the properties are measured in each and every 1mm increment
mean velocity and turbulence will be the wall in the valve lift.
characteristic. The wall bounded turbulent flow represent TABLE II
the non equilibrium wall function. CFD FLOW MEASUREMENT
Solver: Flow
Lift (mm) Swirl Ratio
Mass momentum and energy equation is solved by coefficient
pressure based computational flow segregated solver. 1 0.101 0.296
Simple algorithm is formulated to obtain the pressure field 2 0.278 0.798
for pressure velocity coupling. Pressure based segregated 3 0.429 1.289
solver is used to solve the transport equation for mass, 4 0.503 1.391
momentum and energy. Pressure field is obtained using 5 0.631 1.498
SIMPLE algorithm for Pressure-Velocity coupling. 6 0.718 1.719
7 0.749 1.737
Spatial discretization:
8 0.803 1.598
CFD analysis is the control volume technique numerical
scheme for solving mass, momentum and energy equation. Swirl ratio UDF method:
Second order upwind scheme is selected for the x,y,z Angular momentum flux at the swirl measuring plane is
velocities as well as κ−ε turbulence factor governing formulated by the UDF library as shown in fig.5. Mass
equation. flux, cell centroid and velocity magnitude at each cell in the
specified sectional plane is obtained from the UDF solver
k-ε model-
at the end of each iterations. Axis velocity and angular
The turbulence model is used for the study is standard k- momentum are obtained from UDF and these input factor
ε model. k-ε are two different transport equation for this are required to obtain the swirl ratio.
model. Viscous diffusion is treated in the same form. But
flow can be neglected for high Reynolds numbers. VII. RESULTS AND COMPARISON
Summary of the k-ε model
CFD results and flow bench measurement are compared
with each others. Swirl ratio and flow coefficient were co-
related between experimental as well as CFD.
G. General flow properties
Most of the air flow which is coming from the intake
Where, directly strike to the port around the valve stem. The flow
which is coming from the lower part of port exit in the
downwards direction. Upper port of air flow in the
opposition directional path.
The flow from the upper part of port mainly creates the
swirl momentum inside the combustion chamber. Fig.8.
shows the velocity streamlines released from the inlet
directly goes to the cylinder chamber. But some of the
streamlines are strike the outlet diameter of the port around
Boundary condition: the valve stem. Mainly the air flow which is coming from
Static pressure at the bottom of the cylinder and the lower half of the port exit in the same direction. But the
stagnation pressure at the hemispherical bell shape inlet flow in the upper half of port exit in the opposite direction.
mouth.
458
Swirl torque inside the chamber created mainly by the
flow from upper part of port. Fig.8 shows the flow feature
of streamline released from inlet. Due to strong pressure
difference swirl velocity is created strong in the lower
valve lift where as swirl velocity less in the higher valve
lift.
Near the valve seat area, strong pressure , difference
exists which can be lead to the flow acceleration through
the valve seat area. Fig.9. shows static pressure across the
valve seat area for different valve lift conditions.
.
High lift(8mm valve lift)
Figure 8. Velocity magnitude streamlines
H. Pressure and velocity distribution
Low lift(2mm valve lift)
Medium lift(5mm valve lift)
Medium lift(5mm valve lift)
459
High lift(8mm valve lift)

High lift (8mm valve lift)
Figure 9. Static pressure contours
Figure 10. Velocity contours
Static pressure and velocity contour across the valve seat

area for different valve lift conditions are shown in Fig.9
and 10.
At the lower valve lift the flow is attached to the wall
which causes less turbulence effect near the valve seat area.
Tumble motion is created below the valve head by the
some of the air jet coming out from the valve seat area. But
some of the air jet having higher velocity magnitude flow
out from the valve seat area which causes angular
momentum around the cylinder axis. This parameter is used
to formulate the swirl ratio.
I. Flow coefficient comparison
Mass flow rate and flow coefficient are compared
between experimental and CFD simulation. At lower valve
lift conditions these are having less deviation, this is
because the air flow is closely attached with the wall at the
lower valve lift and flow starts separating from wall at the
higher valve lift. Because turbulence near the valve seat
area. Thus the flow rushing into the cylinder creates more
upstream which can causes more air flow at the higher
valve lift.
The flow coefficient is compared between experimental
measurement and CFD analysis. The results shown in the
below fig.11.
Medium lift (5mm valve lift)
460
VIII. CONCLUSION
The following conclusions were made with regards to
flow properties:
 Experimental measurement and CFD analysis results
are closely matching with each others.
 Simulation approach is carried out for the intake port
to have optimized swirl torque which enhance the
maximum performance of the internal combustion
engine. Simulation results shows the intake port gives
lower swirl ratio and high flow coefficient for the
better performance of the engine.
 More deviation is coming at lower valve lift
conditions, because flow bench system, there is a
Figure 11. Flow co-efficient comparison graph possibility of cumulative calibration error and type of
turbulence model is used to resolve boundary layer at
J. Swirl ratio comparison the valve seat area and CAD may have little deviation
At lower valve lift, swirl ratio are having more deviation from flow bench setup.
then the higher valve lift. Because CFD is over predicting  CFD and flow bench measurement for the swirl ratio
the circumferential flow velocity at the lower valve lift and is closely matching with each other. Though the
under predicting the mass flow rate. When the valve lift paddle wheel speed is different from CFD analysis.
increases these deviations starts to come down. But it is having little deviation at the high valve lift,
Flow bench measurement and CFD analysis results are because 2D monitor plane is used in CFD in-place of
closely matching. But flow bench measurement always paddle wheel arrangement.
over predicting compare with CFD analysis, because air
flow rate is measured in the compensating tank in flow Nomenclature
bench. But CFD measurement done at the bottom of the Symbols
cylinder. Paddle wheel is used to measure the swirl angular
momentum in flow bench. The flow is always difficult to A Piston Area
match the circumferential velocity of CFD and flow bench Flow velocity
because the flow is highly three dimensional. Cylinder bore diameter
Swirl ratio is compared between experimental
measurement and CFD analysis. The results shown in the Mean paddle wheel diameter
below fig.12. k Specific heat ratio = 1.40
n Paddle wheel speed (swirl)
Stagnation pressure upstream valve
Stagnation pressure in compensating tank
Test ambient pressure
Standard ambient pressure
R Universal Gas Constant
Test ambient temperature
Standard ambient temperature
V Volume flow rate measured in test bench
Theoretical volume flow rate
Density under test ambient conditions
Density under isentropic conditions
Figure 12. Swirl ratio comparison graph
Density under standard ambient conditions
461
Subscripts [6] He Changming, Xu Sichuan, Zuo Chaofeng, Li Chuanyou, “Multi-
valve intake port parametric design and performance optimization of
s Reversible adiabatic conditions the horizontal diesel engine”, ISSN 1392 - 1207. MECHANIKA.
2011. December 2011. 17(6): 643-648
Notation [7] Harishchandra Jagtap, Chavan Vinayak and Ravindra Koli,
Difference “Intake System Design Approach for Turbocharged MPFI SI
Engine”, SAE paper 2011-26-0088, Mahindra & Mahindra Ltd,
India, January 2001.
Abbreviation [8] Andras Horvath, Zoltan Horvath., 2003. Application Of CFD
amb Ambient conditions Numerical Simulation For Intake Port Shape Design Of A Diesel
Engine, Journal of Computational and Applied Mechanics, Vol. 4,
cyl Cylinder Bore No. 2, 129-146.
MFL Mean paddle wheel [9] David Rathnaraj and Thathapudi Michael Narendra, “Studies on
real Theoretically calculated variable swirl intake system for diesel engine using computational
fluid dynamics”, UDC: 5.621.43.041.6:532.517.4:66.011BIBLID:
std Standard conditions 0354-9836, 12 (2008), 1, 25-32 DOI: 10.2298/TSCI0801025J,
March 2008.
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International Journal of Emerging Technology and Advanced Engineering

Twin Helical Intake Port Design Optimization And Validation

Keywords— Discharge co-efficient, swirl torque, CFD, flow

Figure 3. Experimental set up for swirl measurement

Figure 4. 3D cad model of intake port

Figure 6. Mesh creation of intake port

IV. GRID GENERATION V. CALCULATION PARAMETERS

The theoretical mass flow rate is calculated using the

H. Pressure and velocity distribution

Low lift(2mm valve lift)

Low lift(2mm valve lift)

Medium lift(5mm valve lift)

Medium lift(5mm valve lift)

High lift(8mm valve lift)

Static pressure and velocity contour across the valve seat

Medium lift (5mm valve lift)

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