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By sachin jk

Contents

Introduction
Components of CI Engine
Combustion in CI Engines
LITERATURE SURVEY
Case description
Solver settings.
Computational Procedure
RESULTS AND DISCUSSIONS.
Advantages,limitations,applications.
Conclusion
References

Introduction
Compression Ignition Engines
Adiesel

engineis aninternal combustion enginethat

uses theheat of compressionto initiate ignitionto burn.
thefuelthat

has
combustion chamber.

been

injected

into

the

The

engine was developed by German inventorRudolf

Dieselin 1893.
high

temperatures and pressures in the combustion

chamber cause a flame.

Diesel

engines require fuel injection systems to inject

fuel into the combustion chamber

Components of CI Engine

Cylinder head
The space at the combustion chamber top is
formed and sealed by a cylinder head.
The cylinder head of a four-stroke engine
houses intake and exhaust valves, the fuel
injection valve, air starting vale, safety valve.

Components of CI Engine

Piston
It is one of the major moving parts of an
engine.
It must be designed to withstand extreme heat
and combustion pressure.
It is made of cast iron or aluminium (to reduce
weight).

Components of CI Engine

Pistonrod: It connects the piston with the

crosshead.
Crosshead: The crosshead pin connects the
piston rod to the connecting rod.
Connecting rod :It is fitted between the
crosshead and the crankshaft. It transmits the
firing force, and together with the crankshaft
converts the reciprocating motion to a rotary
motion.

Combustion in CI Engines
Combustion in a CI engine is a non steady
process where a non homogeneous
mixture is controlled through fuel
injection.
The mixture is non homogeneous since air
is the only substance being compressed
until late in the compression stroke.
Injection of the fuel occurs at about 15_
bTDC and ends at about 5 aTDC.

 The

steps that the fuel goes through, after

injection, in order to cause the proper
combustion.

Atomization
Vaporization
Mixing
Self-ignition

Four-stroke C I engine valve

timing

P-V Diagram of a diesel

engine

LITERATURE SURVEY
Sundaram Arvin Aryan et al.,
The biodiesel extracted from rubber seeds (Heavea braziliensis) can be
used as a fractional substitute for diesel fuel.
A blend of five percent biodiesel (BBD5) by volume of diesel can be used to
diesel engines providing effective performance, reduced emissions and it
has a neutral effect on lubricating oil.
R. Mikalsen et al
This paper investigates the in-cylinder gas motion, combustion process and
nitrogen oxide formation in a free-piston diesel engine and compares the
results to those of a conventional engine, using a computational fluid
dynamics engine model
increased ignition delays were found in the free-piston engine due to a lower
compression ratio at the start of fuel injection.
A slight fuel efficiency advantage was found for the free-piston engine,
which is consistent with earlier findings.

M. Loganathan et al.,

In this study, Biodiesel -Dimethyl Ether (BDE ) was tested in a

4-cylinder direct-injection diesel engine.

The BDE10 blends have 10% higher brake thermal efficiency

(BTE) .The experimental results showed that the CO, HC and
NOx emission is decreased for all BDE blends.
Thirunavukkarasu GANAPATHY et al. [1].

In

the present work, a thermodynamic model has been

developed to study the performance characteristics of the
Jatropha biodiesel engine.

it

is concluded that the two zone thermodynamic model can be

used to predict the performance characteristics of the Jatropha
biodiesel fueled diesel engine.

Aim of the project

To

conduct an experiment on combustion of

CI engine using biodiesel extracted from
diary scum.
Validation of experimental results using CFD
software
To prove that bio-diesel is a suitable
replacement for diesel.

OBJECTIVE

The primary objectives of the project are:

To analyze the combustion temperature
profile.
To determine the performance parameters.
To determine the emission parameters.
To analyze the Meshed model using Fluent
CFD software.

The procedure for the CFD analysis in FLUENT follows

the simple steps below:

The model used for the analysis is drawn in deign modeller

and meshed in the same ansys software, which is the
compatible modelling software for FLUENT. All the files for
the geometry and meshing of the model are saved as mesh
or grid file.
Next, in FLUENT, the saved mesh or grid file of the model is
read, checked and scaled for the required working unit.
The model is defined for the type of solver and boundary
conditions to be used. The model is defined according to
the type of analysis required in the research project.
The model is solved by setting the required parameters in
the solution panel and then iterated for convergence.

15

Results can be obtained from the graphic

display and report in FLUENT.
Results can be displayed in terms of
contour, velocity vector, and particle track
and path line.
Any calculation required can be performed
in FLUENT also.
Finally, the results and all the data can be
saved for future references by writing the
files.

16

Modeling (governing equations)

Navier-Stokes equations (3D in Cartesian coordinates)

2u 2u 2 u
u
u
u
u
p

u
v
w

2 2
2
t
x
y
z
x
y
z
x
2v 2v 2v
v
v
v
v
p

u
v
w

2 2
2
t
x
y
z
y
y
z
x

2w 2w 2w
w
w
w
w
p

u
v
w

2 2
2
t
x
y
z
z

x
y
z

Local
acceleration

Convection

Piezometric pressure
gradient

Viscous terms

u v w

Continuity
0
equation
t
x
y
z

p RT
D 2 R 3 DR 2
pv p
R

(
)

Dt 2
2 Dt
L

Equation of state
Rayleigh Equation
17

Case description
Boundary conditions
Following are the assumptions incurred on
the present analysis:

Flow is Turbulent
Flow is Transient and incompressible
Segregated solver

Solver settings.
Solver- Segregated
Formulation-Implicit
Pressure discretization-Standard
Momentum discretization-Second order
upwind
Turbulent kinetic energy-First order upwind
Specific dissipation rate (omega)-First order
upwind
Pressure-Velocity coupling-SIMPLE

Convergence Criteria

The iterative process is repeated until the

change in the variable from one iteration to
the next becomes so small that the solution
can be considered converged.
At convergence:
All discrete conservation equations (momentum,
energy, etc.) are obeyed in all cells to a specified
tolerance.
The solution no longer changes with additional
iterations.

Mass, momentum, energy and scalar

balances are obtained

Boundary and Initial

Conditions
The flow domain considered for simulation is
downstream .
Therefore, flow through intake manifold is not
modelled.
The engine operating at rated speed (1500
rev/min).
intake and exhaust valve movement is simulated
using the actual valve lift profile of the engine.
The computations commence with the induction
process.

Initial conditions are:

pressure of 920 kpa.

temperature of 300 K .
The three components of velocity are taken as
0.001 m/s.
turbulence kinetic energy and dissipation rate are
assumed at 0.001 m2/s2 and 0.001 m2/s3
respectively.

Computational Procedure
Computations have been made for an operational speed of
1500 rev/min, with time step of the order of 0.25 CA (25 micro
seconds).
The intake valve closes at 29 aBDC (after Bottom Dead Centre)
at which time the boundary condition at the intake valve is
changed from pressure to wall to prevent fluid escaping from
the cylinder.
upward movement of the piston results in compression of the
fluid till the piston reaches TDC, beyond which fluid expansion
occurs
The exhaust port opens at 39 BBC (Before Bottom Centre) by
introducing a pressure boundary condition at the exhaust port
The exhaust process continues till the piston reaches TC, which
completes one cycle of operation.

RESULTS AND DISCUSSIONS

Results from the modelling and CFD

simulation using FLUENT software are
shown and discussed. Results are shown in
terms of graphs for the simulation results
for pressure distribution, temperature
distribution and Velocity.

Pressure contours at different crank angle

Pressure contours at different crank angle

Pressure contours at different crank angle

Pressure contours at different crank angle

As the piston move towards TDC there will be a rise in

pressure and reaches maximum of 54 bars

Temperature contours at different crank angle

Temperature contours at different crank angle

Temperature contours at
different crank angle

Temperature contours at
different crank angle

Temperature contours at
different crank angle

Velocity contours at different

crank angle

Velocity contours at different

crank angle

Velocity contours at different

crank angle

Velocity contours at 1different

crank angle

Velocity contours at different

crank angle

Velocity contours at different

crank angle

Velocity contours at different

crank angle

Velocity contours at different

crank angle

Combustion Analysis
The engine specification and other inputs are
provided as follows:

IVC = 233 CA
TIVC= 404.491 K
PIVC = 422640 Pa
Tcylinder = 567 K
Thead = 602 K
Tpiston= 645 K
Swirl Ratio IVC = 1.26

Other injection specific inputs are as follows:

Discharge Coefficient = 0.7

Total Mass Sprayed = 0.32 g
SOI = 362.1 CA (2 deg after TDC) and 366
Injection Duration
= 25 degree

Transient Temperature Contours

The Advantages of CFD

CFD gives a means of visualizing and
enhanced understanding of your designs.
CFD helps engineers and designers to
design better and faster.
Time and money are saved. Products get to
market faster.

78

Limitations of CFD
The input data may involve too much guess
work or imprecision
The available computer power may be too
small for high numerical accuracy (in terms of
the memory spaces and capabilities)
The scientific knowledge base may be
inadequate
In terms of the reliability, CFD software
differentiates itself with the following aspects:
For laminar flows rather than turbulent ones

79

Applications of CFD
Simultaneous flow of heat,
Mass transfer (eg. perspiration, dissolution),
Phase change (eg. melting, freezing,
boiling),
Chemical reaction (eg. combustion, rusting),
Mechanical movement (eg. of pistons, fans,
rudders)
Stresses in and displacement of immersed
or surrounding solids.

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conclusion
o

A good agreement between the modeling

and experimental data needs to be ensured.

Work is being carried out to show that CFD

can be a reliable tool for the combustion
modelling of CI engine fueled with biodiesel
blend. Also biodiesel (diary scum blend) can
be a suitable replacement to diesel, hence it
can be used as a alternative fuel for a future
work.
81

REFERENCES

Y.Takenaka, M.Yabe, Y. Aoyagi and T. Shiozaki (1990) has

studied Three dimensional computation of In-cylinder Flow
with intake port in DI Diesel Engine.
Semin, Rosli Abu Bakar and Abdul Rahim Ismail (2008) has
studiedComputational Visualization and Simulation of Diesel
Engines Valve Lift Performance Using CFD.
J. Benajes.[1990]Numerical solution of flow and combustion
in an ax symmetric internal combustion engine.
Gosman and Harveyhas studied Numerical solution of flow
and combustion in an ax symmetric internal combustion
engine.
Benny Paul1 Flow field development in a direct injection
diesel engine with differentmanifolds. International journal of
engineering, science and technology,Vol.2.No.1,2010.

82

Alemayehu Gashaw and Amanu Lakachew. Production of

Biodiesel From Non Edible Oil and its Properties,
International Journal of Science, Environment and
Technology, Vol. 3, No 4, 2014, 1544 1562.
Sundaram Arvin Aryan and Sutra Shebang. Characteristics
and Thermal Efficiency of Befouls: Rubber Seed Oil as a
Renewable Energy Source. International Journal of Science
and Modern Engineering (IJISME) ISSN: 2319-6386, Volume1, Issue-6, May 2013.
Norseman V, Transient
JeyakumarTemperature
S, Mani M and
Guttu Ofgaa. Effect
Contours
of Neat Sardine Oil with Varies Blends on the Performance
and Emission Characteristics of Diesel Engine. Science,
Technology and Arts Research Journal, 2012, 1(4):58-64.
Ambarish Datta and Bijan Kumar Mandal. Biodiesel
Production and its Emissions and Performance.
International Journal of Scientific & Engineering
Research,Volume 3, Issue 6, June-2012, ISSN 2229-5518.

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