Numerical Combustion Analysis and Ignition Timing Optimization of 4 Stroke Si Engine

International Journal of Mechanical Engineering and Technology (IJMET)
Volume 6, Issue 9, Sep 2015, pp. 43-50, Article ID: IJMET_06_09_005

Available online at
http://www.iaeme.com/IJMET/issues.asp?JTypeIJMET&VType=6&IType=9
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
IAEME Publication
________________________________________________________________________
NUMERICAL COMBUSTION ANALYSIS

AND IGNITION TIMING OPTIMIZATION
OF 4 STROKE SI ENGINE
K. Tony Gim
Assistant Professor, Department of Mechanical Engineering,
Musaliar College of Engineering and Technology, Pathanamthitta, India
Jaison Jacob
M Tech Scholar, Department of Mechanical Engineering,
Musaliar College of Engineering and Technology, Pathanamthitta, India
ABSTRACT
The design and manufacture of IC Engines is under significant pressure
for improvement. Engine designing is a herculean task, as each stroke needs
to be carefully studied before manufacturing. Computational Fluid Dynamics
(CFD) is a powerful tool used for predicting the behaviour of difficult
problems in a cost effective way and the solutions converging are
approximately close to the original. Optimal ignition timing is necessary for
producing maximum gas pressure and low brake specific fuel consumption
(BSFC) for a particular speed and it is obtained by finding maximum brake
torque (MBT). In this work, the numerical combustion analysis of a single
cylinder 4 stroke SI engine at different ignition timings for a particular speed
(4000 rpm) is conducted and the optimum spark timing is identified using
genetic algorithm (GA).
Key words : CFD, MBT, SI engine and GA optimization
Cite this Article: Gim, K. T. and Jacob, J. Numerical Combustion Analysis
and Ignition Timing Optimization of 4 Stroke SI Engine. International
Journal of Mechanical Engineering and Technology, 6(9), 2015, pp. 43-50.
http://www.iaeme.com/currentissue.asp?JType=IJMET&VType=6&IType=9
1. INTRODUCTION
IC engines are part of human world when Otto developed the first spark ignition
engine (SI) and Diesel developed compression ignition (CI) during 19 th century.
Today, all engine manufactures are given priority to the improvement of engine rather
than developing a newer one. Advancement of computational fluid dynamics (CFD)
gives an opportunity to all aspiring peoples in the field of IC engine to predict the
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K. Tony Gim and Jaison Jacob
behaviour and optimization of same before manufacturing. By aiming optimization of

different aspects of engine means it doesnt affect the regular working of engine and
also gives better results. Optimization of spark timing can result in flame front to
travel the least distance and consumes the mixture as fast as possible ; thereby gas
pressure and torque get there optimal range.
The ignition timing can be used as an alternative way for predicting the
performance of internal combustion engines and also volumetric efficiency, BMEP
have increased with rising ignition timing [1]. The optimization of the spark timing
and the air-fuel ratio, and timing the opening of inlet and exhaust valves in an SI
engine equipped with VVT system will lead to a lower BSFC and higher torque at all
engine speeds [2] . Both numerical simulations and theoretical tools are used to
optimize the performance of a spark ignition engine by analyzing the influence of
some key parameters spark advance angle, fuel ratio, and cylinder internal wall
temperature in the operation of the engine [3]. The load carr ying capacity of the
engine reduces as the ignition timing is advanced and retarded from 320 CA
due to increase of flame speed and decrease in its volumetric efficiency [4].
In this numerical analysis, the premixed combustion inside the combustion
chamber (2D) of a 4 stroke SI engine at various spark advance angles (spark timing)
for a particular speed (4000 rpm) are studied. And from the results of combustion
analysis the optimization of spark timing are done using Genetic algorithm.
2. METHODOLOGY
2.1. Modelling
The 2D combustion chamber of the 4 stroke SI engine is modelled and meshed using
Ansys workbench 15.0.7 and the geometric specification of 4 stroke SI engine is
summarized in the Table 1.
Table 1 Geometric specification of engine
Bore, B in mm
Stroke, S in mm
Connecting rod length, Lcr in mm
Compression ratio,
Type
63
56
98.24
8.5
175 cc, Single cylinder 4 stroke SI engine [7]
Figure 1 Combustion chamber 2D model prepared in Ansys workbench
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Numerical Combustion Analysis and Ignition Timing Optimization of 4 Stroke SI Engine
Figure 2 Combustion chamber after meshing
The combustion chamber is designed by considering the cylinder, cylinder head

and piston surfaces which is shown in the Figure 1 and the mesh on the designed
surface is shown in Figure 2. After meshing, the file is transferred to the Ansys fluent
15.0.7 for numerical analysis.
2.2. Numerical Analysis

In a 4 stroke engine, the cycle of operation is completed in 4 strokes of piston or two
revolutions (720) of the crank shaft and the starting and ending of one cycle of
operation is taken as 360 and 1080. Out of the four strokes only compression (starts
at 600 CA) and expansion strokes (ends at 840 CA) are take part in the combustion
process. So, only these strokes are considered while doing the analysis.
Throughout the numerical analysis engine speed is taken as 4000 rpm. It is
because, during a normal ride period, most of the time engine runs in the range of
4000 rpm; so, at this particular speed engine needs to be optimized.
Heat analysis (Analytical method) is conducted for obtaining the different
operating and boundary conditions of engine and it is shown below along with other
several assumptions.
Solver: pressure based solver

Viscous model: standard k-, standard wall fn
Species: premixed combustion.
Material: air-fuel mixture
Boundary conditions: piston (T = 873 K), cylinder and cylinder head (T = 463 K)
Pressure velocity coupling scheme: PISO
Pressure discretization: PRESTO
Initial pressure: 0.125 MPa (at 600 CA)
Initial temperature: 361.47 K
The same heat analysis is used for validating the numerical analysis and it is done
by comparing in cylinder combustion peak pressure values and temperature. The
experiment is conducted for various spark advance angles (spark timing) ranges from
670 to 705 having an interval of 5 and the peak pressure values and the
corresponding peak pressure crank angles are taken for optimization.
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2.3. Optimization of spark timing using GA

The optimum timing which gives the maximum brake torque called maximum brake
torque, or timing (MBT), and timing which is advanced or retarded from this
optimum gives lower torque [6] . The turning moment (torque) is calculated by using
the peak pressures and the various peak pressure crank angles and it is done using the
following equation.
Tangential pressure, PT = [(pg + pj) sin ( + )] / cos in MPa
Turning moment, M = PT x Fp x R in Nm
(1)
(2)
Where, pg = in cylinder combustion peak pressure in MPa, p j = pressure due to inertial

effect of reciprocating masses in MPa, = peak pressure crank angle in degrees, =
angle between connecting rod and cylinder axis in degree.
The torque and there corresponding spark advance angles are plotted and the
resulting 6 degree polynomial curve equation are used to predict the optimum spark
timing which is done with help of Matlab genetic algorithm (GA) toolbox.
3. RESULTS AND DISCUSSION

3.1. Model validation
Numerical analysis results needed to be validated and here, it is done using analytical
method results. Table 2 shows the peak pressure values of both numerical and
analytical method at spark advance angle of 35 before TDC (685 CA). From the
result obtained, it can say that numerical results are in good match with analytical
results having error percentage of about 0.003 %.
Table 2 Peak pressure values of both numerical and analytical method at spark advance angle
of 35 before TDC
Spark timing
685 (35 BTDC)
Peak pressure, MPa

Numerical method
6.4319
Analytical method
6.4077
Absolute Error
%
0.003
3.2. Numerical Analysis and optimization using GA

The spark advance angle, peak pressure, peak pressure angle and torque are shown in
Table 3. At spark timing 40 before TDC, the torque shows maximum value and it
can say that MBT may be at 40 before TDC or angle close to this angle.
Table 3 peak pressure, peak pressure angle and torque at different spark advance angle
Spark timing
670 (50 BTDC)
675 (45 BTDC)
680 (40 BTDC)
685 (35 BTDC)
690 (30 BTDC)
695 (25 BTDC)
700 (20 BTDC)
705 (15 BTDC)
Peak pressure,
MPa
7.965411
7.623077
6.823003
5.620062
4.887985
3.894717
3.055303
2.563677
Pressure Peak
Angle, (ATDC)
12
13.5
16
19
20.5
21
16
6
46
Torque (M),
Nm
184.90
198.45
209.18
202.85
189.42
154.39
93.67
29.97
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The torque vs. spark advance angle is shown in Figure 3. A trend line is plotted
for obtaining curve equation of the torque vs. spark advance angle for doing
optimization using GA algorithm. The polynomial equation having order 6 of the
trend line is shown below.
y = 0.000002891x 6 0.0119088x 5 + 20.4333799x 4 1697.50899x 3 + 9623331.6841x 2
2641445283.6626x + 302080267421.165
250
Torque, Nm
200
150
TORQUE, M (Nm)
100
Poly. (TORQUE, M
(Nm))
50
0
300
310
320
330
Spark advance angle
340
Figure 3 Torque vs. Spark advance angle
The torque from numerical analysis and torque from GA optimization (by doing it
on the GA toolbox of Matlab) are compared in Table 4. From the results, Torque is at
its peak (MBT), when spark advance angle is at 681 CA (39 BTDC) and it should
be the optimal spark timing to produce maximum brake torque.
Table 4 Torque from Numerical analysis and GA optimization
Spark timing
670 (50 BTDC)
675 (45 BTDC)
680 (40 BTDC)
681 (39 BTDC)
685 (35 BTDC)
690 (30 BTDC)
695 (25 BTDC)
700 (20 BTDC)
705 (15 BTDC)
Torque from numerical

analysis in Nm
184.90
198.45
209.18
210.6453
202.85
189.42
154.39
93.67
29.97
Torque using GA
algorithm in Nm
183.583
200.955
208.555
208.72
204.313
186.155
152.012
99.81
27.478
Absolute
Error %
0.71
1.26
0.30
0.91
0.71
1.72
1.54
6.55
8.32
The peak pressure vs. Crank angle (CA) for three different spark timings are
shown in the Figure 4. It is clear from the figure that when spark timing is advanced
(at CA 670), high rate of combustion occurs which result in high rate of pressure rise
producing higher peak pressure at a point closer to TDC (12 ATDC). It increases
force as well as power output of the engine but, it may result in knocking and rough
running of the engine because of vibrations produced in the crankshaft rotation. If
spark timing is retarded (CA 695), longer time is required for combustion and also
reduces peak pressure. So, there is a compromise between these opposing factors is
needed for obtaining peak pressure close to the beginning of power stroke, yet
maintaining smooth engine operation and optimum spark timing (CA 681) fills the
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gap. The peak pressure and its corresponding angle at optimal spark timing is 7.3095
MPa and 737 CA (17 ATDC).
1.00E+07
Presure, MPa
8.00E+06
6.00E+06
CA 681
CA 670
CA 695
4.00E+06
2.00E+06
0.00E+00
500
600
700
Crank angle,
800
900
Figure 4 Pressure vs. Crank angle
Figure 5a shows the temperature in the cylinder at 677 CA, and the temperature
was about 600 K throughout the chamber. The air fuel mixture is ignited at 681
CA. At 737CA (Figure 5b), the cylinder temperature has risen to about 2490 K due
to the combustion of fuel and thermal energy in the cylinder is converted into the
mechanical energy of the piston. The temperature of the gas in the cylinder therefore
decreases. Figure 5c shows the temperature contour at 845 CA; the mean
temperature is about 1400 K. Then the temperature further decreases due to heat loss
to the cylinder walls and the loss of combustion gas to the exhaust.
Figure 6 shows the mass fraction burned (MFB) profile, when engine runs
according to the optimized spark timing (39 BTDC). The MFB profile provides a
convenient basis for combustion characterisation, which divides the combustion
process in its significant intervals, flame development (first 10%), rapid burning
(between 10 and 90%) and combustion termination (remaining 10%), in the CA
domain. It can also see that half of the charge (about 53%) is burned 10 ATDC,
which is one of the requirement of optimal spark timing.
(a)
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(b)
(c)
Figure 5 Simulated temperature contours at different crank angles
Burned mass fraction
1.00E+00
8.00E-01
6.00E-01
4.00E-01
2.00E-01
0.00E+00
-2.00E-01
550
580
610
640
670
700
730
760
790
820
850
880
Crank angle
Figure 6 Burned mass fraction profile
4. CONCLUSIONS
The following are the conclusions obtained by conducting this study:
Numerical analysis combined with genetic algorithm promises a valid methodology

for obtaining the optimal spark timing.
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The optimized spark timing for a single cylinder engine (175 cc) running at a speed of
4000 rpm is 681 CA (39 BTDC) and it can say that the maximum brake torque will
be at this spark timing.
The peak pressure (7.3095 MPa) obtained at the optimal sparking condition enables
smooth engine operation and the corresponding peak pressure angle (17 ATDC) is
close to beginning of power stroke.
At 10 ATDC, the burned mass fraction is about 53 %. It can say that half of the air
fuel mixture is burned close to TDC and may also considered as one of the empirical
rule for spark timing optimization.
REFERENCES
[1]
Zareei, J. and Kakaee, A. H. Study and the effects of ignition timing on gasoline
engine performance and emissions. Eur. Transp. Res. Rev., 5, 2013, pp. 109116.
[2]
Kakee, A.-H., Sharifipour, S., Mashadi, B., Keshavarz, M. and Paykani, A.

Optimization of spark timing and air- fuel ratio of an SI engine with
variable valve timing using genetic algorithm and steepest descend
method. U.P.B. Sci. Bull., 77, 2015, pp. 6176.
[3]
Curto-Risso, P. L., Medina, A. and Hernndez, A. C. Optimizing the operation of

a spark ignition engine: Simulation and theoretical tools. Journal of Applied
Physics. 105, 2009, pp. 110.
Khan, M. A. H., Qidwai, M. O. and Chausalkar, A. Effect of Variable Ignition
and Injection Timing on Emission Characteristics of SI Engine Using CNG and
HCNG as Fuel. International Journal of Advanced Mechanical Engineering, 4,
2014, pp. 8394.
Kolchin, A. and Demidov, V. Design of Automotive Engines, Second edition.
Moscow: MIR Publishers, 1984.
Heywood. J. B. Internal Combustion Engine Fundamentals. Automotive
Technology Series, New York: McGraw Hill, 1988.
Suhas B. G., Shivaprasad, K. V. and Kumar, G. N. Experimental Investigation of
Single Cylinder 4S SI Engine with Hydrogen Blends. International Journal of
Mechanical Engineering and Technology, 3(3), 2012, pp. 8495.
Tian, Z. F. and Abraham, J. Development of a two-dimensional internal
combustion engines model using CFD for education purpose. 20th International
Congress on Modelling and Simulation, Adelaide, Australia, 2013.
[4]
[5]
[6]
[7]
[8]
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International Journal of Mechanical Engineering and Technology (IJMET)

Volume 6, Issue 9, Sep 2015, pp. 43-50, Article ID: IJMET_06_09_005

NUMERICAL COMBUSTION ANALYSIS

K. Tony Gim and Jaison Jacob

behaviour and optimization of same before manufacturing. By aiming optimization of

Figure 1 Combustion chamber 2D model prepared in Ansys workbench

Numerical Combustion Analysis and Ignition Timing Optimization of 4 Stroke SI Engine

Figure 2 Combustion chamber after meshing

The combustion chamber is designed by considering the cylinder, cylinder head

2.2. Numerical Analysis

Solver: pressure based solver

K. Tony Gim and Jaison Jacob

2.3. Optimization of spark timing using GA

Where, pg = in cylinder combustion peak pressure in MPa, p j = pressure due to inertial

3. RESULTS AND DISCUSSION

Peak pressure, MPa

3.2. Numerical Analysis and optimization using GA

Numerical Combustion Analysis and Ignition Timing Optimization of 4 Stroke SI Engine

Figure 3 Torque vs. Spark advance angle

Torque from numerical

K. Tony Gim and Jaison Jacob

Figure 4 Pressure vs. Crank angle

Numerical Combustion Analysis and Ignition Timing Optimization of 4 Stroke SI Engine

Burned mass fraction

Figure 6 Burned mass fraction profile

Numerical analysis combined with genetic algorithm promises a valid methodology

K. Tony Gim and Jaison Jacob

Kakee, A.-H., Sharifipour, S., Mashadi, B., Keshavarz, M. and Paykani, A.

Curto-Risso, P. L., Medina, A. and Hernndez, A. C. Optimizing the operation of

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