Beruflich Dokumente
Kultur Dokumente
M. Ghaffarpour
UIC Combustion and Engine Laboratory, Department of Mechanical
Engineering, University of Illinois at Chicago, Chicago, Illinois, USA
Internal combustion engines produce exhaust gases at extremely high temperatures and
pressures. As these hot gases pass through the exhaust valve, temperatures of the valve,
valve seat, and stem increase. To avoid any damage to the exhaust valve assembly, heat
is transferred from the exhaust valve through different parts, especially the valve seat insert
during the opening and closing cycle as they come into contact with each other. In this article, a finite-element method is used for modeling the transient thermal analysis of an
exhaust valve. The temperature distribution and resultant thermal stresses at each opening
and closing time are obtained. Detailed analyses are performed to estimate the boundary
conditions of an internal combustion engine. The model includes exhaust valve, seat, guide,
and spring. The analysis continues until a steady-state condition is obtained. In this study,
ANSYS is employed for modeling and analysis of the exhaust valve. A methodology is
developed for transient thermal analysis of the exhaust valve.
1. INTRODUCTION
Because of exposure to hot exhaust gases and its effects on engine performance
and volumetric efficiency, the exhaust valve of an internal combustion engine is one
of the most critical parts. The design of exhaust valves depends on many parameters,
such as fluid dynamics of the exhaust gas, fatigue strength of the valve material, oxidation characteristics of the valve material, exhaust gas behavior of the material at
high temperature, the configuration of the cylinder head, the coolant flow, the shape
of the exhaust port, etc. [13].
The most significant factor in the performance of an exhaust valve is its operating temperature. The importance of temperature can best be appreciated by
its effect on the physical properties of the valve steel. The exhaust valve of an internal
combustion engine operates under severe conditions of thermal, fatigue, and mechanical stresses [4]. Large temperature gradients in the valve body are responsible
Received 8 April 2004; accepted 4 March 2005.
Address correspondence to M. Ghaffarpour, Department of Mechanical Engineering, University of
Illinois at Chicago, 842 Taylor Street, 2039 ERF (MC 251), Chicago, IL 60607, USA. E-mail: mghaffar@
uic.edu
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M. H. SHOJAEFARD ET AL.
NOMENCLATURE
b
C
D
E
he
hg h
hgm
hp
i
Ke
K
M
pg h
RPM
Su
Sy
piston bore, m
specific heat, J=kg C
valve stem diameter, m
Youngs modulus, GPa
exhaust gas heat transfer coefficient,
W=m2 C
heat transfer coefficient, W=m2 C
mean heat transfer coefficient, W=m2 C
engine horse power, hp
number of cycles
exhaust valve thermal conductivity
coefficient, W=m C
thermal conductive coefficient, W=m C
rotation speed of camshaft, rpm
gas pressure [KPa]
engine speed, rpm
ultimate strength, MPa
yield strength, MPa
t1
t2
T
Tc
TCC
Te
Tg h
Tgr
Tt
Ve
Vp
a
h
q
qe
m
n
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and resulting stress analysis of the valves was achieved [20]. These authors calculated
the temperature distribution and thermal stress distribution in a valve by using the
finite-difference method. However, the effects of valve motion were not considered.
The authors assumed that the valves are in constant contact with the seat. Recently,
the finite element analysis (FEA) code plays an important role in thermal stress
analysis [21].
In situ, the temperature fields were measured under periodic contact for an
actual valve seat configuration [22]. A variety of researchers have proposed dynamic
models to derive and validate a lumped-capacity engine block and head model to
study temperature, heat flow, and friction characteristics [23]. Others presented a
comprehensive resistor-capacitor model to describe the engine exhaust system, as
well as physically estimate the thermal resistances [24]. Air-to-fuel ratio is one of
the most important parameters affecting engine performance and maximum gas temperature. Consequently, it changes the exhaust valve temperature, which reaches its
maximum near stoichiometric airfuel ratio [25]. The contact resistance between
the valve and seat was modeled for constant steady-state conditions by other researchers. They state that, for steady-state and closed valve conditions, approximately
76% of the heat in the valve stem transfers through the valve seat, whereas the
remaining 24% travels through the valve stem [26, 27].
More recently, researchers [28] have demonstrated a nonlinear dynamic thermal model to describe the transient and steady-state phenomena in an engines cylinder using a lumped-parameter resistance-capacitance network. The model was able
to predict an engines thermal behavior as the exhaust valve contacts its seat. Other
investigators [29] applied the conjugate gradient method with two search step sizes to
solve the inverse problem of simultaneously estimating the periodic thermal contact
conductance, h(c)(t), and the heat transfer coefficient of the exhaust gases, h(g)(t),
between the exhaust valve and seat in an internal combustion engine. The results
showed that the CPU time for the inverse solutions using two search step sizes is
greatly reduced as opposed to using just one search step size for the determination
of two unknowns. In addition, it was also shown that the inverse solutions are reliable
even when the measurement errors are considered. The development of the present
technique can be applied to any kind of two-dimensional periodic contact problem,
such as the determination of a two-dimensional contact conductance problem and
the temperature or heat flux behavior inside the wall of internal combustion engines.
The ultimate objective of engine thermal management is to achieve satisfactory
trade-offs between power, emissions, and efficiency for various engine speeds and
loads. Therefore, prediction of the temperature distribution, heat flow rates, and
resulting thermal stresses in the exhaust valve at maximum engine load is of prime
interest to achieve the goal. In this study, the finite-element package ANSYS is used.
The motion of the valve is considered for complete analysis.
2. DESCRIPTION OF THE PHYSICAL SYSTEM
The geometry of the exhaust valve is shown in Figure 1. The exhaust valve sits on
the cylinder head of a combustion chamber. The engine coolant liquid passes around
the cylinder liner and the water passages in the cylinder head. The valve pops up and
down to let the exhaust gases leave the combustion chamber. The up-and-down
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M. H. SHOJAEFARD ET AL.
motion of the valve takes place with the help of a rocker lever which is connected to the
push rod. The push rod rests over cams on the camshaft. The valve is spring loaded.
The spring keeps the valve connected to the camshaft during its motion.
After the expansion process, the exhaust gases, at high temperature, are purged
through the exhaust valve and as a result the temperature of the exhaust valve
increases. In order to avoid any damage to the exhaust valve due to this high temperature, heat must be continuously taken away from the valve. This is achieved
when the valve is in contact with its seat. As the exhaust valves touch its seat, a
significant drop in exhaust valve temperature occurs.
3. NUMERICAL APPROACH AND PROCEDURE
The ANSYS numerical code, Version 6.1, is employed for all numerical
predictions.
3.1. Assignment of the Boundary Conditions
When the valve is in contact with the seat, the valve head is subjected to hot
gases, with gas temperature Tg(h) and heat transfer coefficient hg(h). (h) is the crank
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where pg h is the gas pressure as shown in Figure 3; Vp is the mean piston speed,
that is, 10.4 m=s; b is the piston bore, that is, 87.3 mm; and Tg h is the temperature
as shown in Figure 2.
Because of high variation of the temperature and pressure (Figures 2 and 3) in
an engine cycle, the resulting gas temperature Tgr and mean heat transfer coefficient
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M. H. SHOJAEFARD ET AL.
Tgr
hgm
hg Tg m
1
720
1
720
720
hg h dh
hg hTg h dh
720
0
By using Eqs. (1)(4) and values of the temperature and pressure indicated in
Figures 2 and 3, the values of Tgr and hgm are calculated as 840C and 490 W=m2 C,
respectively.
The temperatures of the valve seat and valve guide near the cylinder head are
assumed to be 300 and 90C, respectively. The heat transfer contact coefficients
between the valve and valve seat are 5,000 and 170 W=m2 C, respectively. These
values are provided by the engine manufacturer using computational and experimental results. When the exhaust valve opens, the exhaust gases leave the combustion chamber through the exhaust valve. In this case, the necessary boundary
conditions for numerical analysis are the exhaust gas heat transfer coefficient (he)
and the exhaust gas temperature (Te). The exhaust gas temperature is estimated at
800C using the engine cylinder temperature of Figure 2 and the experimental results
furnished by the engine manufacturer.
The value of he, the exhaust gas heat transfer coefficient, is calculated using
the following equations and the estimated exhaust gas temperature as explained
previously [46]:
Nu
he D
0:18Re0:62
Ke
qe Ve D
m
Re
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Valve is open
Parameter
Value
Parameter
Value
490
840
490
840
he (W=m2 C)
Te (C)
340
800
(W=m2 C)
(C)
12
200
(W=m2 C)
(C)
12
30
(W=m2 C)
(C)
12
30
(W=m2 C)
(C)
5,000
300
(W=m2 C)
(C)
170
90
(W=m2 C)
(C)
170
90
The values of the boundary conditions used for the analysis are summarized in
Table 1. The analysis was performed under the worst thermal loading condition of rated
power. The engine specification and operating condition are summarized in Table 2.
An analysis procedure using finite-element modeling techniques is developed to
analyze of the exhaust valve thermal behavior. The analysis consist of:
1. Construction of a suitable finite-element model
2. Selection of material properties
Table 2. Engine specifications and operating conditions
Component
Value
87.3
130
4
4
4
8.6
9.5
4,700
12
66
66.7
10.4
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M. H. SHOJAEFARD ET AL.
In the equation above, TCC is the thermal contact coefficient, which is assigned for
the valve and valve seat and the valve and valve guide as 5,000 and 170 W=m2 C,
respectively. Tt is the temperature of the target elements and Tc is the temperature
of the contact element.
For thermal stress analysis, a spring with stiffness constant 50.33 kN=m is
modeled. The finite-element model of the exhaust valve is shown in Figure 4.
The process of mesh refinement is repeated until further mesh refinements have
insignificant effects on the results. This process is followed to reduce the uncertainties associated with the complexity of the flow.
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Value
Temperature
Value
300 kcal=m2 h C
36 kcal=m2 h C
5,000 kcal=m h C
150 kcal=m h C
10 kcal=m h C
1,000C
600C
500C
90C
30C
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M. H. SHOJAEFARD ET AL.
Figure 5. Comparison of numerical (solid line) and experimental (dotted line) results.
C (J=kg C)
K (W=m C)
h(106=C)
E (GPa)
Sy (MPa)
Su (MPa)
T (C)
460
14.5
14.7
14.9
15.1
15.3
15.5
18.5
18.8
0.28
210
200
170
157
146
138
132
124
740
700
450
400
350
320
260
1,140
980
650
550
500
450
430
300
25
100
500
600
650
700
760
800
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t1
t2
where M is the rotation speed of the camshaft, that is, 2,350 rpm, and i is the number
of the cycle. t1 is closed time of the valve and t2 is the open time of the valve.
To model the valve-open duration, the heat transfer contact coefficient
between the valve and the seat is set to zero. The simulation starts by applying an
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M. H. SHOJAEFARD ET AL.
initial temperature of 25C when the valve is closed. Then the extracted data from the
valve-closing period is applied to perform thermal analysis during the valve-opening
period. The procedure of the thermal analysis is shown in Figure 6.
The thermal analysis continues until steady-state condition is reached. This
steady-state condition is obtained after 5,000 cycles.
Figure 7. Temperature profiles for valve head and stem at steady-state condition.
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two directions. In addition, for stress analysis, the spring was considered in the
model. The boundary conditions are restraining at the valve seat and valve guide;
therefore, the displacement value at these locations is zero. Furthermore, the free
end of the spring was restrained.
Figure 9. Variation of heat flow rate in (1) seat surface, (2) head, and (3) guide zone of the exhaust valve.
M. H. SHOJAEFARD ET AL.
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Figure 10. Distribution of thermal stress (Pa) at steady-state condition: (a) radial stress; (b) axial stress; (c)
hoop stress.
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After applying the structural boundary conditions, the temperature distribution at each time was applied to the model and solved for thermal stresses.
4. RESULTS
Figure 7 shows the valve temperature distribution at steady-state condition. In
this figure, the valve temperature varies from 65C around the top of the valve to
its maximum temperature of about 700C at the middle bottom area of the valve.
Figure 8 shows that the temperature profiles for different parts of the exhaust valve
as a function of time. The temperature reaches the steady-state condition after about
130 s. This time is very small when compared with the work generated by the engine,
which usually runs for several hours.
Figure 9 shows the variation of the heat flow rate through the exhaust valve via
the seat surface, valve head, and valve guide zone of the exhaust valve as a function
of time. It is concluded that the maximum heat is removed through the valve seat
during the closed period for the valve, while the contribution of the valve guide to
remove heat is minimum.
Figures 10 and 11 show the distribution of the thermal radial stress, axial
stress, hoop stress, and equivalent (Von Misses) stress of the exhaust valve at
steady-state condition, respectively. It is concluded that the maximum radial stress
occurs at point 1 corresponding to Figure 10a, the maximum axial stress at point 2
corresponding to Figure 10b, and the maximum hoop stress at point 3 corresponding
M. H. SHOJAEFARD ET AL.
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Figure 12. Variation of thermal stress corresponding to Figure 10: (a) valve seat surface; (b) valve fillet
surface.
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to Figure 10c. The maximum equivalent stress is about 208 MPa, which is
developed in the hoop direction of the seat contact surface as shown in Figure
11. This is due the fact that the temperature on the inner surface of the valve is
higher than in the other parts.
Figure 12 shows the variation of the thermal stresses at different parts of the
exhaust valve such as the valve seat surface and valve fillet surface corresponding
to Figure 10. They show that the stresses are negative at the beginning of the simulation. This is due to the fact that in the early phase of the simulation, the temperatures
at different parts of the exhaust valve surfaces are high.
5. CONCLUSION
Thermal analysis of the exhaust valve shows that the maximum temperature of
the exhaust valve occurs at the stem of the valve. For these specific thermal boundary conditions, the maximum temperature of the exhaust valve is about 700C. At
the worst engine operating condition, maximum load and 4,700 rpm, the simulation
reaches a steady-state condition after 130 s. This time is negligible when compared to
the continuous engine running time, which usually lasts for several hours.
The maximum thermal stress is developed at the valve seat contact zone of the
valve in the hoop direction, and its value is 208 MPa. According to the yield strength
given in Table 1, this stress does not cause the valve material to yield. However, since
the mentioned stress is positive, at the worst conditions for the cooling of the valve
such as distortion of the seat, this stress causes radial cracks at the edge of the valve.
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