Valvula FIRE y Catia

Journal of KONES Powertrain and Transport, Vol. 18, No.
1 2011
FLOW SIMULATION THROUGH WANKEL ENGINE THROTTLE

USING COMPUTATIONAL FLUID DYNAMICS
Mirosaw Wendeker, ukasz Grabowski
Konrad Pietrykowski, Pawe Magryta
Lublin University of Technology
Nadbystrzycka St. 36/605A, 20-618 Lublin, Poland
tel.: +48 81 5384764, fax: +48 81 5384749
email: p.magryta@pollub.pl
Abstract
The paper focuses on the airflow through the throttle in the Wankel engine (Aixro XR50). The author's main
challenge was to adapt a Wankel engine for hydrogen injection system, which required a very new full electronic
throttle to be installed. Thus, an injector adapter and flow meter were mounted in this engine. The engine will be used
as a stationary power unit to generate electricity for small households. Using hydrogen instead of hydrocarbon fuel
will reduce the emission of green house gases. The simulation was in the AVL Fire using Computational Fluid
Dynamic for 9 different throttle opening angles, i.e. ranging from 20 to 90, i.e. 20, 30, 40, 50, 60, 70, 80, 90.
The boundary conditions being as the pressure at the inlet and outlet of the throttle module correspond to the real
values in the engine. The data on the properties of the flowing medium (air) were selected by default from the AVL
Fire library. The authors use the k-zeta-ef model of turbulence to simulate flow through a Wankel engine throttle. The
simulation results include the distributions of pressure, velocity and stream lines. The dependence of the mass flow
rate as a function of the throttle position angle was presented. The turbulence disappears when the throttle opening
angle of 60 is crossed. For full throttle the velocity at the pipe walls decreases to about 12 m/s. The highest velocity
throughout the model occurs just where the throttle is mounted.
Keywords: flow simulation, CFD, a Wankel engine, a throttle
1. Introduction
The simulation tests of the airflow through the throttle of a Wankel engine will be to assess the
state of the dynamic phenomena in the throttle module and to determine the relationship of a mass
flow rate as a function of a throttle opening angle. These simulations are prior to the actual
modification of a Wankel engine to be hydrogen powered. The engine inlet system whose part is
the throttle module will be also equipped with an injector adapter. The measurements of the
electronic throttle module and the geometry of the injector adapter were used to build the research
model.
2. Wankel engine throttle geometric model
The geometric model for the throttle module is made in Catia v5. The geometry of the model
includes a throttle module throat, a throttle and an injector adapter (Fig. 1).

Fig. 1. Throttle module made in Catia v5
M. Wendeker, . Grabowski, K. Pietrykowski, P. Magryta
3. Boundary conditions and course of throttle airflow

The throttle airflow simulation was performed for nine different cases having a varied throttle
opening angle. Table 1 shows some cases that fall into the range of 20 - 90 and correspond to the
proportional range of 15.66 - 100%.
Tab. 1. The angles and proportional throttle opening
Model
1
Angle
[] 20.00
Proportional
[%] 15.66
opening
2
30.00
3
40.00
4
50.00
5
60.00
6
70.00
7
75.00
8
80.00
9
90.00
27.71
39.76
51.81
63.86
75.90
81.93
87.95 100.00
Due to the complex geometry, the number of elements in a mesh varies according to a throttle
position. The adopted computing mesh has 150 75.000 elements (Table 2). To demonstrate
varying computational conditions with respect to different cases, the elements have a fixed
maximum size of 2.5 mm. The mesh mainly consists of tetrahedral elements. Figure 2 shows the
mesh for one of the nine cases.
Tab. 2. The number of elements
Model
Elements 150574 106068 76640 91150 79642 80371 78641 79916 75441
Fig. 2. Mesh view
The same boundary conditions and assumptions about the model have been adopted for all of
the cases:
- adiabatic walls (no heat exchange with the medium)
- compressible flow,
- k-zeta-f turbulence model,
- the air in the model is of the following properties:
density under NTP conditions
1.18415
kg/m3,
dynamic viscosity
1.81 e-05
kg/ms,
specific heat
100362
J/kg K,
thermal conductivity
0.02637
W/m K,
molecular weight
28.96
kg/kmol.
The simulation was carried out using the option steady, which means that the temperature and
airflow did not change during the simulation. To map the actual conditions precisely, the following
boundary conditions have been adopted:
- pressure at the model inlet
100
kPa,
- inlet-outlet pressure
99.7
kPa.
678
Flow Simulation Through Wankel Engine Throttle Using Computational Fluid Dynamics
Fig. 3. Mesh cross-sectional view with the boundary conditions marked
All of the calculations for each model were carried out not later than the mass flow rate in the
inlet settled. Due to the different positions of the throttle, the number of iterations in the various
cases ranged from 600 to 4000. Figure 4 shows the course of the mass flow rate as a function of
the number of iterations (refers to the 50 throttle opening).

Fig. 4. The inlet system mass flow rate
3. Flow simulation results

The airflow simulation has provided the distributions of pressure, velocity and stream lines in
the model geometry. Figures 5, 6, 7, 8, 9 present the pressure distribution in the longitudinal
section for the five successive throttle positions, i.e. 20, 40, 60, 80 and 90. As noted, the
significant pressure levelling at the outlet and inlet is noted not before a certain value of a throttle
opening angle is crossed. This relationship is best noticed for Figures 6 and 7 that show the
opening angles of 20 and 40. As you can see, for the opening angle of 20 the pressure at the
throttle module inlet is higher than for the opening of 40. For full throttle, i.e. 90 the pressure at
the inlet throttle module remains constant up to the outlet as soon as it goes through the throttle.
Fig. 5. Pressure distribution in the throttle cross- section for the angle of 20
679
Fig. 7. Pressure distribution in the throttle cross-section for the angle of 60
Fig. 8. Pressure distribution in the throttle cross-section for the angle of 80
Figures 10, 11, 12, 13, 14 present the velocity distribution for a longitudinal section for several
successive throttle positions. As for the pressure distribution, the same throttle opening angles, i.e.
20, 40, 60, 80 and 90 were analyzed. The maximum velocity value in the throttle module is
36 m/s, which is given in Figure 14. It should be noted that a small change in a cross section where
the throttle is mounted limits the higher velocity airflow area. Smaller throttle opening angles
cause the uneven distribution of velocity areas, which is connected with some turbulence in the
model.
Fig. 10. Velocity distribution in the throttle cross-section for the angle of 20
680
Flow Simulation Through Wankel Engine Throttle Using Computational Fluid Dynamics
Figures 15 and 16 present the distribution of stream lines for a longitudinal section for
the two throttle positions, i.e. 50 and 60. The authors have chosen these throttle angles on
purpose because the airflow stabilizes just at the change from 50 to 60. The turbulence
(see Figure 15) occurs for smaller throttle opening angles. This phenomenon is useful since
the fuel-air mixture can be pre-mixed before it reaches the cylinder. However, if a throttle
is much loaded and maximally opened, a lot of mixture needs to be supplied where
turbulence is not so necessary and exist no longer.
Fig. 15. Stream line distribution in the throttle cross-section for the angle 50
Fig. 16. Stream line distribution in the throttle cross-section for the angle 60
Based on the calculations, the relationship between the inlet pipe mass flow rate and the
throttle opening angle was determined (Fig. 17). At a given pressure difference between the inlet
and outlet, the maximum value of 24.66 g/s was obtained.
681

Fig. 17. Dependence of the mass flow rate on the angle of the throttle position
4. Conclusion
Based on the simulations, the maximum airflow velocity was 36 m/s. Based on the generated
stream lines, it was found that the turbulence disappears when the throttle opening angle of 60 is
crossed. Another conclusion is that for full throttle the velocity at the pipe walls decreases to about
12 m/s. The highest velocity throughout the model occurs just where the throttle is mounted.
References
[1] Bogensperger, M., Ban, M., Priesching, P., Tatschl, R., Modeling of Premixed SI-Engine
Combustion Using AVL FIRE A Validation Study, International Multidimensional Engine
Modeling Users Group Meeting at the SAE Congress April 13, Detroit 2008.
[2] Puntigam, W., Uphoff, U., Fogt, H., Numerical and experimental investigation of flow
characteristics around throttle plates, European Automotive Congress, Bratislava 2001.
[3] Tatschl, R., Basara, B., Schneider, J., Hanjalic, K., Popovac, M., Brohmer, A., Mehring, J.,
Advanced Turbulent Heat Transfer Modeling for IC-Engine Applications Using AVL FIRE,
International Multidimensional Engine Modeling Users Group Meeting April 2, Detroit
2006.
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Journal of KONES Powertrain and Transport, Vol. 18, No.

FLOW SIMULATION THROUGH WANKEL ENGINE THROTTLE

M. Wendeker, . Grabowski, K. Pietrykowski, P. Magryta

3. Boundary conditions and course of throttle airflow

Fig. 2. Mesh view

Fig. 3. Mesh cross-sectional view with the boundary conditions marked

3. Flow simulation results

M. Wendeker, . Grabowski, K. Pietrykowski, P. Magryta

Fig. 7. Pressure distribution in the throttle cross-section for the angle of 60

Fig. 8. Pressure distribution in the throttle cross-section for the angle of 80

M. Wendeker, . Grabowski, K. Pietrykowski, P. Magryta

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