DESIGN AND THERMAL ANALYSIS OF ENGINE VALVE

DESIGN PROJECT REPORT

Submitted by

G. Anil Reddy (17127015)

T. Hari Krishna (17127017)
G. Niranjan Reddy (17127025)
T. Nagaraju (17127030)
under the guidance of

Dr. S. SERALATHAN, M. Tech., Ph.D.

in partial fulfilment for the award of the degree

of
Bachelor of Technology
in
MECHANICAL ENGINEERING

SCHOOL OF MECHANICAL SCIENCES

DEPARTMENT OF MECHANICAL ENGINEERING
HINDUSTAN INSTITUTE OF TECHNOLOGY AND SCIENCE
PADUR 603 103
MAY 2020

1
DESIGN AND THERMAL ANALYSIS OF ENGINE VALVE

DESIGN PROJECT REPORT

Submitted by

G. Anil Reddy (17127015)

T. Hari Krishna (17127017)
G. Niranjan Reddy (17127025)
T. Nagaraju (17127030)

under the guidance of

Dr. S. SERALATHAN, M. Tech., Ph.D.

in partial fulfillment for the award of the degree

of
Bachelor of Technology
in
MECHANICAL ENGINEERING

SCHOOL OF MECHANICAL SCIENCES

DEPARTMENT OF MECHANICAL ENGINEERING
HINDUSTAN INSTITUTE OF TECHNOLOGY AND SCIENCE
PADUR 603 103
MAY 2020

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 BONAFIDE CERTIFICATE

Certified that this Project Report titled “Design And Thermal Analysis Of engine
Inlet Valve” is the bonafide work of G.Anil Reddy (17127015), T.Hari krishana
(17127017),G.Niranjan Reddy (17127025), T.Nagaraju (17127030) who carried
out the project work under my supervision during the academic year 2019-2020.

HEAD OF THE DEPARTMENT SUPERVISOR

Dr. S. SERALATHAN, M.Tech.,
Dr. G. RAVIKUMAR SOLOMON Ph.D.
PROFESSOR ASSOCIATE PROFESSOR
Department of Mechanical Department of Mechanical
Engineering. Engineering.
Hindustan Institute of Hindustan Institute of
Technology and Science, Technology and Science,
Padur. Padur.

INTERNAL EXAMINER EXTERNAL EXAMINER

Name:________________ Name:________________

Designation: ___________ Designation: ___________

Project Viva-Voce conducted on ____________

ACKNOWLEDGEMENT

I would like to place on record my sincere thanks and gratitude to Dr. ELIZABETH
VERGHESE, Chancellor of Hindustan Institute of Technology and Science for her
endeavor in educating me in her esteemed institute which has helped me work towards
my goal.

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I also express my sincere thanks to Dr. K. P ISAAC, Vice Chancellor, Hindustan
Institute of Technology and Science, Dr. ANAND JACOB VERGHESE, Pro
Chancellor, Hindustan Institute of Technology and Science and Mr. ASHOK
VERGHESE, Director, Hindustan Institute of Technology and Science.

I wish to express my heartfelt gratitude to Dr. G. RAVIKUMAR SOLOMON, Head of

the Department, Department of Mechanical Engineering, Hindustan Institute of
Technology and Science for much of his valuable support, encouragement in carrying
out with the project.

I am very grateful to my project supervisor Dr. S. SERALATHAN, Associate

Professor, Mechanical Engineering, Hindustan Institute of Technology and
Sciencefor his valuable guidance and kind co-operation to complete this project
successfully.

I would like to thank Dr. S. SERALAHTAN, Associate Professor, Dept of Mechanical

Engineering, Hindustan Institute of Technology and Science for his coordination as a
project coordinator in completing our project.

I would also like to thank my class mates for their wonderful and skill fully guidance in
assisting me with the necessary support to ensure that my project is a success.

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 ABSTRACT

Internal combustion engines produce exhaust gases at high temperature and

pressures .As these hot gases passes through the exhaust valve ,temperatures of the
valve ,valve seat, and the stem increase .To avoid any damage to the exhaust valve
assembly , heat is transferred from the exhaust valve from different parts ,Especially the
valve seat insert during the opening and closing cycle as they come into contact each
other . In this article, A Finite-Element method is used for modeling the transient thermal
anaiysis 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 modeling
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.

Keywords: Exhaust valve ; Thermal Analysis; Stress analysis.

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TABLE OF CONTENTS

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CHAPTER TITLE PAGE
ABSTRACT v
LIST OF FIGURES
LIST OF TABLES
LIST OF SYMBOLS AND
ABBREVIATIONS
1 INTRODUCTION 1
1.1 INTRODUCTION TO ENGINE VALVE 1
1.2. ENGINE 2

2 LITERATURE REVIEW
2.1 ENGINE VALVES- CFD METHOD 3

2.2 ENGINE VALVE WITH AND WITH OUT 3

AIR CAVITY-NUMERICAL METHOD

2.3 ENGINE EXHAUST PROPPET VALVE- 3

THEORETICAL METHOD
2.4 IC ENGINE EXHAUST VALVE-CFD 3

METHOD 3

2.5 PETROL ENGINE EXHAUST VALVE-

THEORETICAL METHOD
2.6 DESIGN DESIGN EXHAUST VALVE- 3

NUMERICAL METHOD
3
2.7 IC ENGINE EXHAUST VALVE-
NUMERICAL METHOD
2.8 INTERNAL COMBUSTION ENGINE
3
VALVE- CFD METHOD

3 METHODOLOGY
3.1 DESIGN
18
3.2 DIMENSIONS
19
3.3 MATERIALS 20
3.4 PROPERTIES
7
AND SPECIFICATIONS OF THE 21

MATERIAL
21
 LIST OF FIGURES

1 1.1 ENGINE VALVE 12

1.2 ENGINE VALVE PARTS 13

3 3.1 DESIGN OF ENGINE VALVE 18

3.2 MESH GENERATION DIAGRAM 22
3.3 BOUNDARY CONDITIONS 23
23
4 4.1 ALUMINUM TEMPERATURE 26
4.2 ALUMINUM TOTAL HEAT FLUX 27
4.3 ALUMINUM DIRECTIONAL HEAT FLUX 28
4.4 CHROMIUM TEMPERATURE 29
4.5 CHROMIUM TOTAL HEAT FLUX
30
4.6 CHROMIUM DIRECTIONAL HEAT FLUX
31
4.7 MAGNESIUM TEMPERATURE
32
4.8 MAGNESIUM TOTAL HEAT FLUX
33
4.9 MAGNESIUM DIRECTIONAL HEAT FLUX

LIST OF TABLES

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S.No CONTENT Pg.No
1 DESIGN DIMENSIONS 18
2 COMPARING DIMENSIONS 35

LIST OF SYMBOLS AND ABBREVIATIONS

SYMBOLS ABBREVIATIONS UNITS
b piston bore m

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C specific heat J=kg °C
D valve stem diameter m
E Young’s modulus GPa
He exhaust gas heat transfer W=m² °C
coefficient
Hg(Ɵ) Heat transfer coefficient W=m² °C
Hgm mean heat transfer coefficient W=m2²°C
hp engine horse power hp
i number of cycles
Ke exhaust valve thermal conductivity W=m °C
coefficient
K thermal conductive coefficient W=m °C
M rotation speed of camshaft rpm
Pg(Ɵ) gas pressure [KPa]
RPM engine speed rpm
Su ultimate strength MPa
Sy yield strength MPa
t1 closing time of the valve s
t2 opening time of the valve s
T temperature of material °C
Tc temperature of the contact elements °C
TCC thermal contact coefficient W=m²°C
Te exhaust gas temperature °C
Tg(Ɵ) gas temperature °C
Tgr resulting gas temperature °C
Tt temperature of the target elements °C
Ve exhaust gas speed m=s
Vp mean piston speed m=s
a thermal expansion coefficient 10^(-6)°C
h crank shaft angle deg
q density kg=m³
qe exhaust gas density kg=m³
m exhaust gas viscosity kg=m s

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 CHAPTER 1
INTRODUCTION

1.1 INTRODUCTION TO ENGINE VALVE:

1.2 ENGINE:
Engine or motor is a engine calculated to exchange one mode of energy
into mechanical energy. like the internal combustion engine, burn a fuel to create heat
which is then used to do work . It is a valve in the cylinder head of an internal-
combustion engine that opens at the proper moment in the cycle to allow the fuel-air
mixture to be drawn into the cylinder. The main function of the engine valves is to let air
in and out of the cylinders. That air is used to help ignite the fuel which will drive the

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pistons up and down. There are two types of engine valves; intake and exhaust valves.
The intake valves of course let air in, and the exhaust valves let exhaust air out.

Fig:1.1 ENGINE VALVE

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.

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 . Large
temperature gradients in the valve body are responsible for thermal stresses. Knowledge

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of the temperature field in different parts of an internal combustion engine is important in
order to ascertain the points of highest thermal stress . A designer is always interested in
obtaining an optimum condition so that the engine parts are not subjected to excessive
stresses due to gas pressure (mechanical loading) and thermal loading. Meanwhile, the
engine should not lose a large amount of heat through the parts.

CHAPTER 2

LITERATURE REVIEW

2.1.Engine valves : CFD Method

Goliuday Kumar, venkata Ramesh mamila are focused on – Failure

analysis of internal combustation engine valves by using ANSYS. Intake and exhaust
valves are very important engine components that are used to control the flow of intake
and exhaust gases in internal combustion engines .In this experiment the engines valve
are made up off aluminium and magnesium. In this above experiment stress range and

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flux range is indicated with the help of the colour. The valves are both flux range and
stress range valves are obtained at atatic condition .

2.2.Engine valves with and without air cavity : Numerical Method

Subodh kumar sharma , P.K saini , N.K samria are focused on –
Modelling and analysis of radial thermal stresses and temperature field in diesel engine
valves with and without air cavity . Isothermal distributions at full load combustion
temp=1000, Enthalpy = 290w/m2k ,exhaust gas temp = 290 . The temperature and
enthalpy must be changed according to respective loads. And for radial thermal stresses
the temp and enthalpy must be changed according to respective loads. The materials are
aluminium ,cast iron and steel.

2.3.Engine exhaust poppet valve : Theoretical Method

D. Sivaram Prasad and V. Ravi kumar are focused on – Design and static thermal
analysis of I.C engine exhaust poppet valve. The intake and exhaust valves are used to
control the flow and exchange of gases. The software used for this method is catia and
ansys . A poppet valve is atype of check valve often linked with kill and chokes lines.
The inlet valves are made from plain nickel , nickel chrome and nickel molybdenum.
Whereas the exhaust valves are made from nickel chrome, silicon chrome steel , high
speed steel, stainless steel , high nickel chrome , tungsten steel and cobalt chrome steel.

I.C engine exhaust valve : CFD Method .2.4

Gudla satyanarayana , Dr venkata Ramesh mamilla , k. kiran kumara are
studied on – Modelling and static & thermal analysis of I.C engine exhaust valve . the
possible failures of valve are fatigue failure , thermal failure , wear , corrosion ,
overheating of valves or the carbon deposit on the valve. The author performed the model
analysis of valve using ANSYS software. The deformation is observed at the bottom side
of the valve. In the case of equivalent stress, the stainless steel has highest stress of
31.978 mpa . For equivalent strain the highest strain is 0.00016.

Petrol engine exhaust valve : Theoretical Method2.22 .2.5

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 B.Seshagiri rao and D Gopichandu are studied on – petrol engine exhaust
valve design analysis and manufacturing processes . The theme of this paper is to design
an exhaust valve for a four wheeler petrol engine using theoretical calculations. The
material used for exhaust valve is EN52 steel. In this 3D model and transient thermal
analysis is to be done to the exhaust valve. Form this experiment the figures shows the
3D thermal stresses and 3D thermal flux and contour plot thermal stresses and thermal
flux .The required tensile strength = 89-134 kgf/mm2.

Diesel engine exhaust valve : Numerical Method22 .2.6

Snehal S. Gawale and Dr.S.N.shelke are studied on diesel engine exhaust
valve design and optimization. Smooth running of internal combustion is possible
because of exhaust valve. CATIA model is made by using valve drawing and converted
into .igs file which is imported in the ANSYS work bench. Improper selection of fillet
raidus leads to exhaust valve failure. Valve with fillet radius 14.0 mm shows safe and is
selected for further work . The overall reduction stress is 14.35%.

2.7. I.C engine exhaust valve : Numerical Method

Karan soni, S.M . bhatt, Ravi kumar , kashyap vyas are studied on –
Optimizing IC engine exhaust valve design using finite element analysis. The aim of
this paper is to develop an exhaust valve with high thermaland structural strength. The
max heat flux is about 0.10503. The max temperature distribution is about 588. The valve
can be optimized to reduce its weight, without affecting permissible stress and
deformation valves. The weight of the valve is reduced by 17%, which can be further
used the same procedure.

2.8.Internal Combustion engine valves : CFD Method

Naresh kr. Raghuwanshi , Ajay Pandey, R.K.Mandloi are focused on –
Failure analysis of internal combustion engine valves. The aim of this paper is to detect
the failure. There are different methodologies used by the researchers to obtain a good
design and economic performance of the valves. The failure due to fatigue, high
temperature, erosion – corrosion, wear . From the above study of I.C engine failures, is
high due to fatigue failure. The fatigue strength is significantly decreased with increase of
temperature.

Spark Ignition Engine Valve : CFD Method .2.9

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 Venkatesan. S.P , S.Ganesan , R.Devaraj and J. Hemanandh are focused on
– Design and analysis of exhaust manifold of spark ignition engine for emission
reduction. The aim of this paper plays a vital role on smooth combustion and emission
reduction of spark ignition engine. Five different models are designed and results were
analysed through CFD post processing. In comparison with all other models, model 5
facilities low back pressure at the exhaust outlet and easy flow of exhaust without
recirculation.

CHAPTER 3

METHODOLOGY

3.1 DESIGN:

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 Fig:3.1. Design of engine valve

3.2 DIMENSIONS:
TABLE: 1
SIZE RANGE (In mm)
Valve Top Diameter 7.90
Valve Bottom Diameter 31.30
Valve Length 107.75
3.4 PROPERTIES AND SPECIFICATIONS OF THE MATERIAL:

3.4.1 ALUMINIUM MATERIAL:

It is used in applications requiring high strength to weight ratio, and also for good
fatigue resistance. It is weldable only through friction welding. It has average
machinability.

MECHANICAL PROPERTIES:

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All these properties are taken from Ansys software.

• Density(rho) = 2.7 g/cm3

• Young’s modulus(E) = 7.715e^-5 MPa
• Poisson’s ratio(nu) = 0.32
• Bulk modulus(K) = 6.6435e^-5 MPa
• Shear modulus(G) = 2.7178e^-5 MPa
• Tensile yield strength(UYS) = 73.1 MPa
• Tensile ultimate strength(UTS) = 4.83e^-4 MPa

3.4.2 MAGNESIUM MATERIAL:

Magnesium is the lightest of all metal elements and is primarily used in structural
alloys due to its lightweight, strength, and corrosion resistance. Magnesium is the ninth
most abundant element in the earth metals. Over half of all magnesium is used in alloys
with aluminum.

MECHANICAL PROPERTIES:

All the properties are taken from Ansys software.

• Density(rho) = 1.738 g/cm3

• Young’s modulus(E) = 45000 MPa
• Poisson’s ratio(nu) = 0.29
• Bulk modulus(K) = 35714 MPa

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• Shear modulus(G) = 16500 MPa
• Tensile yield strength(UYS) = 200 MPa
• Tensile ultimate strength(UTS) = 385 MP

3.4.3 CHROMIUM MATERIAL :

Chromium is a lustrous, brittle, hard metal. Its colour is silver-gray and it can be
highly polished. It does not tarnish in air, when heated it borns and forms the green
chromic oxide. Chromium is unstable in oxygen, it immediately produces a thin oxide
layer that is impermeable to oxygen and protects the metal.

MECHANICAL PROPERTIES:

All the properties are taken from Ansys software.

• Density(rho) = 7.18e^-006kg/cm³
• Young’s modulus(E) = 294Gpa
• Poisson’s ratio(nu) = 0.21
• Bulk modulus(K) = 136 MPa
• Shear modulus(G) = 76923 MPa
• Tensile yield strength(UYS) = 370 MPa
• Tensile ultimate strength(UTS) = 282 MP

3.5 MESH GENERATION DIAGRAM:

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 Fig: 3.2 Mesh generation diagram
Table:2

ENTITY SIZE

Nodes 2532

Elements 1235

3.6 BOUNDARY CONDITIONS:

When the valve is in contact with the seat, the valve head is subjected to hot gases,
with gas temperature Tg(Ɵ) and heat transfer coefficient hg(Ɵ). (Ɵ) is the crank where

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pg(Ɵ) is the gas pressure; Vp is the mean piston speed, that is, 10.4 m/s; b is the piston
bore, that is, 87.3 mm; and Tg(Ɵ) is the temperature.Here boundary conditions are
applied using ansys 19 R3 version software.Here the fixed support is taken as stem and
force is applied on the head part. The applied temperature is 588 applied at the bottom of
the valve. The temperature is taken from the reference no 2.

Fig.3.3 Boundary conditions

CHAPTER 4

RESULTS AND DISCUSSION

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 The below Ansys shows the valve temperature distribution at
steady-state condition. In this figure, the valve temperature varies from 65°C around the
top of the valve to its maximum temperature of about 700°C at the middle bottom area of
th valve. It also 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.
It 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.
The Ansys shows 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, the
maximum axial stress at point 2, and the maximum hoop stress at point 3 . The
maximum equivalent stress is about 208MPa, which is developed in the hoop direction of
the seat contact surface . This is due the fact that the temperature on the inner surface of
the valve is higher than in the other parts.
It shows the variation of the thermal stresses at different parts of the exhaust valve
such as the valve seat surface and valve fillet surface. 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.

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Fig 4.1 Aluminum temperature

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Fig 4.2. Aluminum total heat flux

24
Fig 4.3. Aluminum directional heat flux

25
Fig 4.4. Magnesium Temperature

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Fig 4.5. Magnesium total heat flux

27
Fig:4.6. Magnesium directional heat flux

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Fig:4.7. Chromium Temperature

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Fig: 4.8. Chromium total heat flux

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 Fig: 4.9. Chromium directional heat flux

Table:3. Comparison of parameters

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 Aluminum Chromium Magnesium
material material material
Min Max Min Max Min Max
Temperat 563.68 588 532.53 588 555.12 588
ure
Total heat 3.2619e^-8 0.11136 2.8913e^-8 0.10148 3.1601e^-8 0.10865
flux
Directiona -0.025026 0.025077 -0.022868 0.022914 -0.02443 0.024485
l heat flux

DISCUSSION :

 From the above figure material used for the design of( design and thermal analysis
of engine inlet)and their parameters mentioned different forces are applied on
engine inlet valve. So the parameters are done easily . The above experiment are
done for three material aluminum, copper, magnesium.
 The amount of temperature applied on the engine inlet can be identified by red
color can be shown in the above figures. The total deformation applied on the
engine inlet can be identified by blue color it can be shown in the above figures.
 We have chosen three materials aluminum, copper, magnesium have been
compared by different parameters such total deformation.
 The temperature of about 700 c is applied on the aluminum material. The total
deformation of aluminum is less compared to another material such as magnesium,
copper.
 The aluminum has a total deformation of 0 min to 1.5394 max .The copper has a
total deformation of 0.0027304 min to 0.2107 max. The magnesium has a total
deformation of 0.0027304 min to 0.1105 max .

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 In accordance of temperature both cu and mg has low value compared to
aluminum
 In accordance of total heat flux both cu and mg has high value compared to
aluminum
 In accordance of directional heat flux cu and mg has high values compared to
aluminum

CHAPTER 5

CONCLUSION

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 Aluminum is light with specific weight of 2.7 g/cm³. It is good corrosion
resistance , non- magnetic and good electric conductor.
 Magnesium is also light Material with specific weight 1.738 g/cm³. It can
be easily drawn into extremely thin sheets.
 Chromium is another very light material with specific weight 7.19 g/cm³
 Mass of valve when Aluminum material is applied is 2.1734e^-2 kg
 Mass of valve when Magnesium material applied is 1.4112e^-2 kg
 Mass of valve when chromium material applied is 5.8032e^-2 kg
 In compression of mass distribution among these three materials
Magnesium has less values than Chromium and Aluminum
 In temperature total heat flux and directional heat flux point of view
Chromium has less values than Magnesium and Aluminum
 Overall in all aspects Chromium is the best material for inlet / outlet valve
of an engine

REFERENCES

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 B Seshagiri Rao, D Gopi Chandu on"PETROL ENGINE EXHAUST VALVE
DESIGN,ANALYSIS AND MANUFACTURING PROCESSES".From International
journal of mechanical engineering and robotics research ,Accepted 4 October 2014.

 Karna so , S. M. Bhatt, Ravi Dayatar, Kashyap Vyas on"Optimizing IC Engine

Exhaust Valve Design Using Finite Element Analysis".Form International Journal
Of Modern Engineering Research (IJMER),Accepted 5 may 2015.

 Snehal S.Gawale , Dr.S.N.Shelke on"Diesel Engine Exhaust Valve Design and

Optimization".From IOSR Journal of Mechanical and Civil Engineering (IOSR-
JMCE) AcceptedAugust 2016.

 Naresh Kr. Raghuwanshi, Ajay Pandey , R. K. Mandloi on"Failure Analysis of

Internal Combustion Engine Valves: A Review". From International Journal of
Innovative Research in Science, Engineering and Technology, Accepted December
2012.

 S.P. Venkatesan, S. Ganesan, R. Devaraj & J. Hemanandh on"Design and analysis of

exhaust manifold of spark ignition engine for emission reduction" .From International
Journal of Ambient Energy Accepted 2018.

 S.Goli Udaya Kumar , Venkata Ramesh Mamilla on" FAILURE ANALYSIS OF

INTERNAL COMBUSTION ENGINE VALVES BY USING ANSYS". From
American International Journal of Research in Science, Technology, Engineering &
Mathematics Accepted 2014.

 Subodh Kumar Sharma , P. K. Saini, N. K. Samria on" Modelling and analysis of

radial Thermal stresses and temperature field in diesel engine valves with and without
air cavity".FromInternational Journal of Engineering, Science and Technology
Accepted 2013.

 D. Sivaram Prasad , V. Ravi Kumar on"Design and Static Thermal Analysis of I.C
Engine Exhaust Poppet Valve".From International Journal of Applied Sciences,
Engineering and Management Accepted May 2018.

 Gudla Satyanarayana ,Dr.Venkata Ramesh Mamilla, K.Kiran Kumar on"Modelling

and Static & Thermal Analysis of I.C Engine Exhaust Valve".From IOP Conf. Series:
Materials Science and Engineering Accepted 01January 2017.

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