IJEE 06 v7n3

INTERNATIONAL JOURNAL OF
ENERGY AND ENVIRONMENT

SPECIAL ISSUE ON APPLIED MECHANICS RESEARCH
Volume 7, Issue 3, 2016 pp.253-262
Journal homepage: www.IJEE.IEEFoundation.org
Mechanical and thermal stresses analysis in diesel engine

exhaust valve with and without thermal coating layer on
valve face
Maher A.R. Sadiq Al-Baghdadi, Sahib Shihab Ahmed, Nabeel Abdulhadi Ghayadh
Faculty of Engineering, University of Kufa, Najaf, Iraq.
Abstract
This paper investigates mechanical and thermal stresses that arise in the exhaust valve due to its
operating with and without thermal coating layer (ceramic) on face exhaust valve. Three dimensional
models of an exhaust valve four cylinders, four stroke, and direct injection diesel engine have been
presented. The governing equations were discretized using a finite-volume method (FVM) and solved
using multi-physics COMSOL® package Version 5. The engine’s exhaust valve crown is coated with
various materials in different thermal conductivity such as (Gd2Zr2O7), over a 150μm thickness of bond
coat. The maximum thickness of coating is about 300 μm. Results indicate that after creating a coating
layer exhaust valve the temperature distribution, temperature gradients distribution, von-Mises stress
distribution and displacement distribution are decreased.
Copyright © 2016 International Energy and Environment Foundation - All rights reserved.
Keywords: Exhaust valve; Thermal stresses; Thermal coating; Diesel engine; Finite volume method.
1. Introduction
The lifestyle within the modern society has become highly dependent on different means of
transportation, enabling vast movement through a variety of different transportation means. However, the
environmental cost of such transportation is beginning to take its toll on a global level because of the
associated greenhouse emission. As a consequence, political forces and regulations have been put in
place to ensure that future research strives for more efficient fuel consumption [1]. As of today, the road
transportation sector is dominated by two different types of internal combustion engines, namely the
Spark-Ignition Engine (SI-engine) and the Compression-Ignition Engine (CI-engine). The engine of
choice depends on the required specifications, such as emissions, cost, power ratios and efficiency, just
to name a few. The different characteristics are inherited in the design and working principle of the
respective engine concept [1]. Researches for decreasing costs and consumed fuel in internal combustion
engines and technological innovation studies have been continuing. Engine efficiency improvement
efforts via constructional modifications are increased today; one of the enhancements for instance using
the alternative fuel as (hydrogen, naturel gas, etc....). To improve engine performance, fuel energy must
be converted to mechanical energy at the most possible rate. This operation leads to increase the
temperature and pressure in internal combustion engine cylinders. Hence, an increase in engine
efficiency should be observed. But the increasing in temperature and pressure in cylinders leads to
increase wear and thermal stresses. Ceramics have a higher thermal durability and lower thermal
conductivity that controls the temperature distribution and heat flow in the structure. Lower heat
ISSN 2076-2895 (Print), ISSN 2076-2909 (Online) ©2016 International Energy & Environment Foundation. All rights reserved.
254 International Journal of Energy and Environment (IJEE), Volume 7, Issue 3, 2016, pp.253-262
rejection from the combustion chamber through thermally insulated components causes an increase in
available energy that would increase the in cylinder work and the amount of energy carried by the
exhaust gases, which could also be utilized [2]. Internal combustion four-stroke engine consists of two
valves known as inlet and exhaust valve. The inlet valve allows the air or air-fuel mixture into the
chamber. The exhaust valve forces out the exhaust gases. Many things can make a valve fail. The usual
causes are thermal and mechanical over stresses, longitudinal cyclic stress, and creep conditions, forging
defects etc. These lead to many troubles [3]. Because of exposure to hot exhaust gases; the exhaust valve
of an internal combustion engine is one of the most critical parts. The design of 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 behaviour of the material at high temperature [4]. To
obtain an optimum condition by coating exhaust valve by ceramic layer, thermal and mechanical analysis
guide use to design and optimize the exhaust valve accurately and consequently to prevents failure of the
parts due to excessive stresses, fatigue, corrosion, etc.
Much of the latest researches in the field of coating ceramic have been done about structural refinement
to improve the mechanical properties of the coating and perhaps lower thermal conductivity. Chan and
Khor [5] reported that (4 to 7%) improvement in fuel consumption in single cylinder DI diesel engine is
achieved by using constant air flow rate with boosting pressure with 1 mm thick PSZ coating to the
cylinder head face and the valve heads by placing a short solid PSZ cylinder liner in the area above the
piston rings and heat insulated steel piston. Lavanya and Ahmed [6] studied the surface of a piston in an
engine when coated with multi-layer coating powder by the plasma spray technique, and analysed its
surface behaviour. The purpose of this study is to analyse the mechanical and thermal effects of surface
coating for a piston in frictional mechanism. In this related, with and without coated specimens were
prepared, then the microstructure, hardness, corrosion test were carried out. From the obtained test and
finite element analysis results, they are found that the coated specimen having better properties in the
diesel engine performance. The results show less deformation and fewer scratches due to wear on the
multi-layer coated piston as compared to uncoated one. Kubert and Kumar [7] carried out a finite
element method (FEM) simulation of the piston ring in a multi-body single cylinder internal combustion
engine. The model deals with an assembly of piston top compression ring, liner, connecting rod and the
crank shaft. The results of such simulation show that the engine performance was influenced by the ring
geometry, coating, method of coating and the mechanical and thermal properties. Through this research,
the ring deformation and stresses developed in the ring-liner interface were evaluated using FEM.
Krishnan et al. [8] investigated the effect of AlSi graphite particle coating on piston in a diesel engine
and observed significant improvement in the thermal efficiency using diesel as fuel. Balkrishna et al. [9]
investigated the performance and combustion characteristics on a single cylinder low heat rejection
engine using diesel and multi-blend biodiesel. They reported that Al2O3 coated engine gave better
performance than conventional diesel engine in terms of brake power, engine efficiency and specific fuel
consumption.
Santhanakrishnan et al. [10] carried out an experimental study for a diesel engine fuelled with diesel and
50% mahua oil biodiesel blend. The ceramic coating was done on the piston surface, cylinder head and
valves of the engine to convert the conventional engine into low heat rejection engine. It was observed
that the heat transferred to the coolant and surrounding was reduced well due to the thermal barrier
coating. The specific energy consumption of LHR engine with biodiesel was higher than LHR engine
fuelled with diesel fuel, but lower than the conventional engine operations.
Ciniviz et al. [11] investigated the engine performance of a four strokes, direct injection, four cylinders,
and turbocharged diesel engine after coated with ceramic thermal barrier using plasma spray coating
method. They are found better engine performance after the coating process.
Kanna et al. [12] have been studied the valve performance by coating Al-Si alloy on the surface of
mating zone of engine valve. Al-Si alloy coated valve had tested and the comparative results approved
that the mechanical characteristics increased without affecting the functionality. The Al-Si coating was
done on the engine valve by physical vapour deposition method in a controlled environment. As the
analysis results are satisfactory, the same coating can be extended to other parts of the engines to
improve the overall effectiveness of the engine.
Sharma1 et al. [13] have been studied the operating temperatures, heat fluxes and radial thermal stresses
in the valves of a modern diesel engine with and without air-cavity. Temperatures, heat fluxes and radial
thermal stresses were measured theoretically for both cases under four thermal loading conditions. By
creating an air cavity inside the valves stem, it acts as an insulating medium and prevents the heat flow;
International Journal of Energy and Environment (IJEE), Volume 7, Issue 3, 2016, pp.253-262 255
hence the need of providing insulation coating on valves was minimized. The main motive of this was to
reduce the weight of engine and cost associated with thermal coating. Results observed in the engine
valves revealed that after creating an optimized air cavity in the valve, thermal stresses and temperatures
at all nodal point's decreases slightly. The weight of the valve decreased up to 11% without losing its
strength. In addition to heat transferred by convection and radiation from combustion gases, the
temperature and heat flux distributions were considerably affected by heat conduction from valve seat.
The temperature field, heat transfer rate and thermal stresses were investigated with numerical simulation
models using FORTRAN FE (finite element) software. Imdat [14] studied the effect of insulated surfaces
(piston, cylinder head and valves) on diesel engine energy balance system by plasma spray. The results
indicate a reduction in fuel consumption and heat losses to engine cooling system of the ceramic coated
engine. Pawar and Jajoo [15] made a model (Annand's model for heat transfer), and it has been
developed for comprehensive predictions and assessments of varying temperature and heat transfer
through cylinder head and valves of diesel engine. Thermal insulation materials like (PSZ) and (SN)
were used. In case of without insulated valves the heat transfer rate was higher by about 54.62% and
37.57% than the 1 mm and 0.5 mm PSZ thermal insulated valves, respectively and 12.62% higher than 1
mm SN thermal insulated valves.
The aim of this work is to study the effect of ceramic coating on the mechanical and thermal stresses
induced in exhaust valve of diesel engine.
2. Numerical model
Three dimensional finite volume method (FVM) models of an exhaust valve of a diesel engine have been
presented. The model analyses the mechanical and thermal loads that arise in the valve due to its
operating. 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 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.
Figure 1. Geometry of the exhaust valve in the engine head.
2.1 Computational domain

AutoCAD is used to create the full scale 3D domain of the real exhaust diesel engine valve with high
degree of accuracy. The physical geometry and the three dimensional computational domains of the
exhaust valve used in the diesel engine are shown in Figure 2.
Figure 2. Real and three dimensional computational domains of the exhaust valve.
2.2 Modelling equations

The prediction of the temperature distribution in the exhaust valves, involves the solution of the heat
transfer equation; heat conduction, heat transfer to the contact surface and heat convection with the
appropriate boundary conditions.
The heat transfer in the exhaust valve is governed by [16];
( ) (1)
where  is the density [kg/m3], cp is the heat capacity [kJ/kg.K], k is the thermal conductivity [W/m.K], u
is the velocity vector [m/s], and Q is the heat source [W].
The exhaust valve head is subjected to the pressure force of the hot gases as shown in Figures 3 and 4.
The heat transfer coefficient at the exhaust valve head is calculated using the following equation [17];
( ) ( ( )) ( ) ( )( ( )) (2)
where hg is the heat transfer coefficient [W/m2.K], Pg is the gas pressure [Pa], Tg is the gas temperature
[K], Vp is the mean piston speed [m/s], b is the piston bore [mm], and  is the crank shaft angle [degree].
Because of high variation of the temperature and pressure inside the combustion chamber during the
engine cycle, the resulting gas temperature (Tgr) and mean heat transfer coefficient (hgm) can be
calculated as [17];
( )
(3)
∫ ( ) (4)
( ) ∫ ( ) ( ) (5)
The temperature of the valve seat is assumed to be 300 oC with the heat transfer contact coefficients
between the valve and valve seat of 5000 W/m2.K. The temperature of the valve guide near the cylinder
head is assumed to be 90 oC with the heat transfer coefficient of 170 W/m2.K. When the valve is in
contact with the valve seat, there is natural heat transfer from the valve stem to the gases (air and the
residual exhaust gas) in the exhaust port. The values of the gas temperature and the heat transfer
coefficient are estimated at 200 oC and 12W/m2.K, respectively. Similarly, there is a natural heat transfer
at the top of the valve stem (exposed to enclosed air). The values of the temperature and heat transfer
coefficient at this end are estimated at 30 oC and 12W/m2.K, respectively. These values are provided by
the engine manufacturer using computational and experimental results [17].
When the exhaust valve opens, the exhaust gases leave the combustion chamber through the exhaust
valve. In this case, the necessary boundary condition for numerical analysis is the exhaust gas heat
transfer coefficient, and is calculated using the following equations [17];
( ) (6)
(7)
where D is the valve stem diameter [m], k is the thermal conductivity coefficient of the exhaust valve
[W/m.K], V is the exhaust gas speed [m/s],  is the density of the exhaust gas [kg/m3], and  is the
viscosity of the exhaust gas [kg/s.m].
Mechanical and thermal stresses will be analysed with the following equations [16];
(8)
The thermal strains resulting from a change in temperature of an unconstrained isotropic volume are
given by [16];
( ) (9)
where  is the thermal expansion [1/K], and Tref is the valve reference temperature.
The analysis was performed under the worst thermal loading condition of rated power. The engine
specification and operating condition are summarized in Table 1.
Table 1. Engine specifications and operating conditions [17].
Component Value
Piston bore [mm] 87.3
Connecting rod [mm] 130
Cylinder number 4
Int. valve number. 4
Exh. valve number 4
Compression ratio 8.6
Valve lift [mm] 9.5
Engine speed [rpm] 4700
Air fuel ratio 12
Power [hp] 66
Piston stroke [mm] 66.7
Mean piston speed [m/s] 10.4
Figure 3. Diagram of measured Figure 4. Diagram of measured gas

gas pressure in the cylinder. temperature in the cylinder.
2.3 Computational procedure

The governing equations were discretized using a finite-volume method and solved using multi-physics
COMSOL package Version 5. Stringent numerical tests were performed to ensure that the solutions
were independent of the grid size. A computational quadratic mesh consisting of a total of 9884 domain
elements, 3706 boundary elements, and 612 edge elements was found to provide sufficient spatial
resolution (Figure 5). In addition to the heat transfer boundary conditions (section 2.2); the mechanical
boundary conditions were applied. The mechanical boundary conditions are noted in Figure 1. As well to
the combustion pressure force on the valve face, a constant pressure force is applied on the key groove
located in the valve spindle over the head corresponding to a case where the valve spring keeper
retention to control the spring force. The coupled set of equations was solved iteratively, and the solution
was considered to be convergent when the relative error was less than 1.0×10 -6 in each field between two
consecutive iterations.
Figure 5. Computational mesh of the computational domain.
2.4 Comparing with experimental data

The results for base case operating conditions (without coating layer on the valve face) were verified
with experimental results provided by Shojaefard et al. [17]. The temperature distribution of the
numerical model during steady-state engine operation shown in Figure 6 is in very good agreement with
the experimental temperature curve. The results of the numerical model are also showing the temperature
gradients in the exhaust valve. The maximum values of the temperature gradients appear around the
exhaust valve seat and also occur in the spindle in the outlet channel near the conical. This leads to
develop and increase of the maximum thermal stress at the valve seat contact zone of the valve in the
hoop direction, and as a result, it contributes to the formation of microcracks. 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. In addition, microcracks lead to loss in material of the exhaust valve and consequently to its
defects. Examples of damage of the exhaust valve shows in Figure 7 with good similarity to the
numerical model.
Figure 6. Comparison between the numerical and experimental results.
Temperature gradients [K/cm]
Figure 7. Visual comparison between the results of the numerical model and examples of the real damage
valves.
3. Effect of the coated layer on the valve performance

In addition to revealing the detail of mechanical and thermal phenomena inside the valve, the
comprehensive three-dimensional model can also be used to investigate the sensitivity of certain
parameters on valve performance. The validated model is now ready for studying the effects of coating
the valve face with different types of thermal barrier coatings material on the valve performance. The
performance characteristics of the valve based on a certain parameter can be obtained by varying that
parameter (material properties of the coated layer) while keeping all other parameters constant at base
case conditions. Results obtained from these parametric studies will allow the identification of the critical
parameters for valve performance as well as the sensitivity of the model to these parameters. Material
properties of each coated layer are shown in Table 2
Table 2. Material properties of the coated layer on the exhaust valve face.
Case no. Material Density Thermal conductivity Thermal expansion

[g/cm3] [W/m.K] coeff. [1/K]
1 Gd2Zr2O7 7.0 1.6 11.6e-6
2 MgO-ZrO2 3.0 1.57 09.9e-6
3 La2Zr2O7 6.0 1.5 09.7e-6
4 Sm2Zr2O7 6.7 1.5 10.8e-6
4. Results and discussion

As mentioned earlier the aim of this study is to develop thermal and mechanical properties by coating for
exhaust valve in diesel engine. A comparison of the Temperature distribution of the exhaust valve
without and with coating layer on the valve face is shown in Figure 8. The maximum temperature in the
valves occurs at the bottom surface (valve face) because those nodal points are directly exposed to the
combustion gasses. By using the coating layer the temperature distribution is decreased on the valve face,
as it well known that ceramic has a low thermal conductivity material. Figure 9 shows Von-Mises stress
distribution of the valve without and with coating layer on the valve face. It can be observed that the
maximum Von-Mises stress appears near the valve seat. The analysis of the valve with coating layer
shows that the Von-Mises stress is less as compared to valve without coating layer. This phenomenon
can be explained with the load type. In other words, the combustion pressure applied at the bottom of the
valve makes the large stresses at the valve seat. When the valve is closing, the inertia force is applied
upward to the whole valve. It can be shown that the stresses of the valve seat were low due to the coating
layer. A comparison of the temperature gradients distribution of the exhaust valve without and with
coating layer on the valve face is shown in Figure 10. The maximum values of the temperature gradients
appear around the exhaust valve seat and also occur in the spindle in the outlet channel near the conical.
This leads to develop and increase of the maximum thermal stress at the valve seat contact zone of the
valve in the hoop direction, and as a result, it contributes to the formation of micro cracks by using
coating layer on the valve face decreasing temperature gradients distribution of the exhaust valve because
of the ceramic has a low thermal conductivity material.its results due to reduced failure in exhaust valve.
The results of calculation is carried out and have been presented in Figure 11 showing the displacement
field (Displacement distribution) through the valves for valve without and with coating layer on the valve
face.
Figure 8. Temperature distribution of the valve [oC] without (left) and with (right) coating layer on the
valve face.
Figure 9. Von-Mises stress distribution of the valve [GPa] without (left) and with (right) coating layer on
the valve face.
Figure 10. Temperature gradients distribution of the valve [K/cm] without (left) and with (right) coating
layer on the valve face.
Figure 11. Displacement distribution of the valve [mm] without (left) and with (right) coating layer on
the valve face.
The result shows that there is a tendency to decrease the displacement field in the valves coating by
ceramic and the maximum Displacement occurs in spindle of the out channel. The basic material made
the exhaust valve expands with varying high heat transmitted from the exhaust gases through the exhaust
valve face, so the coating of the face of the exhaust valve by ceramic reduces heat transfer and thus
reduces the expansion, Because of the ceramic has a low thermal conductivity material.
5. Conclusion
The degradation of material strength due to high temperature and the dynamic load when the exhaust
valve closes is very important. The model expected position exactly agrees with the failure position in
the engine test. The purpose was to compare behaviour of the exhaust valve without and with coating
layer on the valve face under thermal load and mechanical load. The obtained results show that the
thermal stresses and mechanical stresses induced in exhaust valve with coating layer are less as
compared to the exhaust valve without coating layer. Through the analysis, it is concluded that the main
factor influencing the exhaust valve is the temperature, thus providing basis for the optimization method
to improve of the exhaust valve. The deformation and the stress of the exhaust valve are mainly
determined by the temperature, so it is necessary to decrease the exhaust valve temperature through
coating layer on the valve face.
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INTERNATIONAL JOURNAL OF

ENERGY AND ENVIRONMENT

Mechanical and thermal stresses analysis in diesel engine

Faculty of Engineering, University of Kufa, Najaf, Iraq.

Figure 1. Geometry of the exhaust valve in the engine head.

2.1 Computational domain

2.2 Modelling equations

The heat transfer in the exhaust valve is governed by [16];

Table 1. Engine specifications and operating conditions [17].

Figure 3. Diagram of measured Figure 4. Diagram of measured gas

2.3 Computational procedure

Figure 5. Computational mesh of the computational domain.

2.4 Comparing with experimental data

Figure 6. Comparison between the numerical and experimental results.

Temperature gradients [K/cm]

3. Effect of the coated layer on the valve performance

Case no. Material Density Thermal conductivity Thermal expansion

4. Results and discussion

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