Sleeve Valve Report

Cranfield University
Adriaan Moolman
Modelling of a
4-Stroke Sleeve
Valve Engine
School of Engineering
MSc Automotive Product Engineering
Cranfield University
School of Engineering
MSc Automotive Product Engineering
Academic Year 2006-2007
ADRIAAN MOOLMAN
Modelling of a 4-Stroke Sleeve Valve

Engine
Supervisor: Professor Douglas Greenhalgh
August 2007
This thesis is submitted in partial fulfilment of the requirements for the degree of
Masters in Science
© Cranfield University 2007. All rights reserved. No parts of this publication may be
reproduced without the written permission of the copyright owner.
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ABSTRACT
In the highly competitive automotive industry where ever increasing demand on

higher performance is overshadowed by emission regulations, downsizing engines
becomes an attractive solution. To ensure sufficient breathing capacity of the
downsized engine, the higher possible valve area of the sleeve valve coupled with the
possibility to optimize the combustion chamber and the reduced mechanical losses
present a plausible alternative to poppet valve engines.
The aim of this study is to develop a simulation model in order to predict the
performance of a sleeve valve engine. Little theoretical or empirical models are
available for sleeve valve engines because the use of sleeve valve engines deteriorated
before the widespread use of computer simulations. The major focus for the
simulation is on the modelling of the flow through the sleeve valves. The modelling
consists of the exact valve areas and the accompanying valve discharge coefficients.
The study subsequently developed a method of determining the valve areas as a

function of the engine crank angle from the arbitrary shaped valve profiles. It also
identified experimental discharge coefficients in the open literature that could be used
for flow analyses and it determined a new set of discharge coefficients by way of CFD
simulations. These CFD derived discharge coefficients compared well with the
experimental coefficients and can subsequently also be used for sleeve valve
modelling.
WAVE models were developed for a sleeve valve engine using the sleeve valve models
as determined in the study. These WAVE models produced satisfactory results,
reiterating the need for accurate valve models.
Modelling of a 4-Stroke Sleeve Valve Engine August 2007

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ACKNOWLEDGEMENTS
Firstly I thank my Lord and Saviour Jesus Christ for the opportunity He gave me to
study this course and for the abilities and intellect to complete this study.
I thank my parents for all their support and love, emotionally and financially and I
thank my brother and sister for their support and love as well.
My thanks go to my supervisor for his help and guidance during this study as well as
my fellow students working with me on the sleeve valve project for their support and
help. I thank Mahle for providing the experimental engine as well as help and
assistance regarding this project.
I thank my flatmates and my classmates who helped me through this year of study and
for helping me make this a very memorable year in my life. I also thank the staff of the
Automotive Product Engineering course for their teachings and guidance throughout
the year.

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TABLE OF CONTENTS
Abstract ....................................................................................................................... iii
Acknowledgements...................................................................................................... iv
Table of Contents .......................................................................................................... v
List of Figures .............................................................................................................. vii
Notation ....................................................................................................................... x
1. Introduction .......................................................................................................... 1
2. Literature Review .................................................................................................. 4

2.1 Engine Downsizing .......................................................................................... 4
2.2 The Use of Sleeve Valve Engines ..................................................................... 7
2.2.1 Brief History of Sleeve Valve Engines ....................................................... 7
2.2.2 Sleeve Valve Operation ............................................................................ 7
2.2.3 Advantages of Sleeve Valves .................................................................. 10
2.2.4 Disadvantages of Sleeve Valves .............................................................. 12
2.3 Engine Modelling .......................................................................................... 13
2.3.1 Sleeve Valve Flow Coefficients ............................................................... 14
2.3.2 Sleeve Valve Area .................................................................................. 20
2.3.3 Heat Transfer in Small Engines ............................................................... 21
2.4 Conclusion .................................................................................................... 22
3. Initial WAVE Model ............................................................................................. 23

3.1 Determining the Port Positions ..................................................................... 23
3.2 Determining the Valve Areas......................................................................... 28
3.2.1 Initial Method of Calculation .................................................................. 28
3.2.2 Automated Method of Calculation ......................................................... 30
3.3 Valve Models ................................................................................................ 35
3.4 Intake Flow Path ........................................................................................... 38
3.4.1 Geometry .............................................................................................. 38
3.4.2 Heat Transfer ......................................................................................... 41
3.4.3 Junction ................................................................................................. 45
3.5 Engine Model ................................................................................................ 46
3.5.1 Engine Geometries ................................................................................ 46
3.5.2 Combustion Model ................................................................................ 50
3.5.3 Engine Heat Transfer ............................................................................. 50

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3.6 Exhaust Flow Path ......................................................................................... 57

3.6.1 Ducts ..................................................................................................... 57
3.6.2 Junction ................................................................................................. 59
3.7 Initial Results and Discussion ........................................................................ 60
3.8 Conclusion .................................................................................................... 65
4. Valve Discharge Coefficients with Computational Fluid Dynamics ....................... 67

4.1 Model Generation......................................................................................... 67
4.1.1 Model Layout ......................................................................................... 68
4.1.2 Valve Geometry ..................................................................................... 69
4.1.3 Gambit Models ...................................................................................... 70
4.1.4 Meshing ................................................................................................. 71
4.2 Simulation Specifications .............................................................................. 72
4.2.1 Solver Models ........................................................................................ 72
4.2.2 Boundary Conditions ............................................................................. 74
4.2.3 Convergence .......................................................................................... 75
4.3 Post Processing ............................................................................................. 76
4.4 Results and Discussion .................................................................................. 79
4.5 Conclusion .................................................................................................... 83
5. Experimental Facility ........................................................................................... 85

5.1 Assembly of Test Setup ................................................................................. 85
5.1.1 Belt Driven ............................................................................................. 86
5.1.2 Direct Coupling ...................................................................................... 87
5.2 Conclusion .................................................................................................... 89
6. Final WAVE Model ............................................................................................... 91

6.1 Changes from Initial Model ........................................................................... 91
6.2 Equivalent Poppet Valve Model .................................................................... 92
6.3 Results and Discussion .................................................................................. 94
6.3.1 Initial Model vs. Updated Model ............................................................ 94
6.3.2 Sleeve Valve Model vs. Poppet Valve Model .......................................... 96
6.4 Conclusion .................................................................................................... 99
7. Final Conclusion and Further Work.................................................................... 101

7.1 Conclusion .................................................................................................. 101
7.2 Recommendations for Further Work........................................................... 102
8. References ........................................................................................................ 104

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LIST OF FIGURES
Figure 1: VSC Core Engine (Hendrickson, 1999) ........................................................... 6

Figure 2: Sleeve Valve Motion ..................................................................................... 8
Figure 3: Various Sleeve Port Arrangements (Ricardo, 1931) ....................................... 9
Figure 4: Maximum Available Valve Areas (Ricardo, 1931) .......................................... 9
Figure 5: Cylinder “Junk” Head (Dardalis, 2004) ......................................................... 10
Figure 6: Typical Valve Flow Coefficient for Poppet Valves (Cole, 2006)..................... 15
Figure 7: Shape of Sleeve Valve Openings (Waldron, 1940) ....................................... 15
Figure 8: Cylinder of Waldron Experimental Engine (Waldron, 1940) ........................ 16
Figure 9: Flow Coefficients for Centre Inlet Valve (Waldron, 1940) ............................ 17
Figure 10: Flow Coefficient for Centre Valve at Different Openings (Waldron, 1940) . 18
Figure 11: Flow Coefficient for End Inlet Ports (Waldron, 1940) ................................ 18
Figure 12: Manifold Pressure with All Inlet Ports Open (Waldron, 1940) ................... 19
Figure 13: Flow Coefficient for Exhaust Valves (Waldron, 1940) ................................ 20
Figure 14: Valve Movement with Respect to Crank Angle (Hendrickson, 1999) ......... 21
Figure 15: Traced Sleeve Ports................................................................................... 24
Figure 16: Traced Cylinder Wall Ports ........................................................................ 24
Figure 17: Coordinate Points on Sleeve Port Profiles ................................................. 25
Figure 18: Coordinate Points on Cylinder Wall Port Profiles....................................... 25
Figure 19: Port Layout at 0° Crank Angle ................................................................... 26
Figure 20: Elliptical Motion of Sleeve ......................................................................... 26
Figure 21: X and Y Coordinates of Ellipse at Crank Angle α ........................................ 27
Figure 22: Curves Fitted to Points Describing Sleeve Port .......................................... 29
Figure 23: Points Describing the Sleeve Port Profile................................................... 31
Figure 24: Piston Movement with Crank Angle .......................................................... 33
Figure 25: Trapezoid from Adjacent Valve Opening Points ........................................ 34
Figure 26: Valve Areas Plotted Against Crank Angle ................................................... 35
Figure 27: Typical Input Page for Effective Valve Area ............................................... 36
Figure 28: Discharge Coefficients as taken from (Waldron, 1940) .............................. 37
Figure 29: Input Page for Valve Discharge Coefficient ................................................ 37
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Figure 30: WAVE Layout of Intake Flow Path ............................................................. 38

Figure 31: Inlet Manifold Duct and Cylinder Barrel .................................................... 39
Figure 32: Inlet Manifold Geometry .......................................................................... 39
Figure 33: WAVE Layout of Intake Including Heat Transfer Ducts .............................. 44
Figure 34: 3-D Layout of Y-Junction Element for Intake Manifold .............................. 46
Figure 35: Volumes for Compression Ratio Calculation .............................................. 48
Figure 36: Fin Geometry and Equations ..................................................................... 54
Figure 37: Efficiency of a Rectangular Annular Fin (Incropera & De Witt, 1996) ......... 56
Figure 38: Schematic of Exhaust Flow Path ................................................................ 58
Figure 39: 3-D Layout of Y-Junction Element for Exhaust Pipe ................................... 60
Figure 40: Brake Power and Torque Calculated with Initial Model ............................. 61
Figure 41: Volumetric and Thermal Efficiency Calculated with Initial Model .............. 61
Figure 42: Indicated and Brake Mean Effective Pressure Calculated with Initial Model
................................................................................................................................... 62
Figure 43: P-V Diagram Calculated with Initial Model at 4000 rpm ............................ 62
Figure 44: Effective Valve Areas for Initial Model ...................................................... 63
Figure 45: Mass Flows through Valves Calculated with Initial Model ......................... 64
Figure 46: Pressure Difference across the Valves ....................................................... 65
Figure 47: Layout of CFD Model................................................................................. 68
Figure 48: Indication of Valve Opening Profiles Simulated ......................................... 70
Figure 49: Solver and Viscous Model Input Pages of Fluent ....................................... 73
Figure 50: Centre Inlet Valve Discharge Coefficients .................................................. 79
Figure 51: End Inlet Valve 1 Discharge Coefficients.................................................... 80
Figure 52: End Inlet Valve 2 Discharge Coefficients.................................................... 81
Figure 53: (Waldron, 1940) End Inlets (left) vs. Experimental Engine End Inlets (right)
................................................................................................................................... 81
Figure 54: Exhaust Valve 1 Discharge Coefficients ..................................................... 82
Figure 55: Exhaust Valve 2 Discharge Coefficients ..................................................... 83
Figure 56: Experimental 4-Stroke Sleeve Valve Engine............................................... 85
Figure 57: Engine Belt and Pulley Layout ................................................................... 87

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Figure 58: Engine CV Joint Layout .............................................................................. 88

Figure 59: Engine Mountings ..................................................................................... 89
Figure 60: Updated Discharge Coefficient Input Page for Inlet Valve ......................... 91
Figure 61: Updated Discharge Coefficient Input Page for Exhaust Valve .................... 92
Figure 62: Valve Configuration for Poppet Valve Model ............................................ 93
Figure 63: Brake Power and Torque Calculated with Updated Model ........................ 94
Figure 64: Effective Valve Areas – Updated Model Left & Initial Model Right ............ 95
Figure 65: Valve Mass Flow Rates – Updated Model Left & Initial Model Right .......... 95
Figure 66: Brake Power and Torque Calculated with Poppet Valve Model ................. 96
Figure 67: Valve Effective Areas – Sleeve Valve Model Left & Poppet Valve Model
Right ........................................................................................................................... 97
Figure 68: Valve Mass Flow Rates – Sleeve Valve Model Left & Poppet Valve Model
Right ........................................................................................................................... 97
Figure 69: Brake Power of Sleeve and Poppet Valve Models ..................................... 99

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NOTATION
Variables
Variable Description
Speed of sound
Constants
Area
Flow coefficient
Discharge coefficient
Specific heat at constant pressure
Compression ratio
Diameter
Hydraulic diameter
Discretization length
Heat transfer coefficient
Height
Thermal conductivity
Connecting rod length
Mass flow rate
Length, lift
Number of fins
Nusselt number
Static pressure
Total pressure
Prandtl number
Wetted perimeter
Crank shaft radius, radius
Universal gas constant
Reynolds number
Surface area, fin and adjacent wall thickness

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Piston vertical position

Time, thickness
Temperature
Volume, velocity
Greek Symbols
Variable Description
Coordinates
Crank angle
Emissivity
Efficiency
Ratio of specific heats
Viscosity
Density
Sleeve angle

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1. INTRODUCTION
The automotive industry is a very contradictive industry in that the research and
development is driven by two conflicting factors. It is dictated by regulations and
legislations set out by governments, which at this point in time focuses on
environmentally friendly and safety driven vehicles. Direct consequences of these
focuses are vehicles with lower performance in order to emit less harmful exhaust
gasses and slower vehicles in order to be safer. However, the automotive industry is
dependent on its customers to survive financially and the customers desire faster
vehicles with ever increasing performance. It is therefore the task of the automotive
engineer to satisfy the customers while adhering to the regulations and legislations.
The reduction of carbon dioxide and other harmful exhaust gas emissions are very
important issues and consume vast amounts of research and development resources.
Various techniques are investigated and employed, and one of the techniques
currently being developed is “downsizing”. This consists of decreasing the engine
displacement in order to reduce the exhaust gas emissions. It is, however important to
maintain satisfactory performance and therefore boosting is usually employed with
downsizing.
Decreasing the engine displacement involves reducing the piston bore and stroke.
When reducing the piston bore, the diameter of the conventional poppet valves
subsequently also reduces, resulting in smaller air flow area and increased pumping
losses due to increasing friction of the flow and the surrounding surfaces. Decreasing
the air flow into the engine will reduce the amount of fuel that can be burnt per cycle,
thus, together with the increased pumping losses, reducing the engine performance.
One possible way to counter this problem is by using sleeve valves to facilitate the air
induction and exhaust gasses of the engine. However, sleeve valve engine design have
not enjoyed as much research and development as the poppet valve engine designs

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and problems with high harmful exhaust emissions, unwanted sleeve friction and
ineffective sealing still needs to be resolved before sleeve valve engines can be used
productively. The majority of the sleeve valve development occurred before the
1950’s, therefore before the widespread use of computer simulation software to
determine engine performance and optimize designs. The present study thus is aimed
at developing models for simulating sleeve valve engine using present engine
simulation software and an experimental 4-stroke sleeve valve engine. Attention will
also be paid to develop these models so that it could be utilized in simulation of
downsized engines employing sleeve valve engines. The software that will be used is
called WAVE. It is a 1-dimensional engine simulation package developed by Ricardo.
From the onset of the project the importance of accurately determining the sleeve
valve area was realised. Accompanying the sleeve valve areas are the discharge
coefficients that combine to produce the effective area of the valves. A major focus of
this report was to determine these two valve characteristics for an experimental sleeve
valve engine provided by Mahle for this study. A method of calculating the valve areas
from traced drawings of the port profiles are presented. Valve discharge coefficient
from available literature is presented as well as a set of simulated discharge
coefficients specifically characteristic to the valves of the experimental engine. These
coefficients were simulated using computational fluid dynamic (CFD) software.
It was planned to perform experiments with the engine and to use the experimental
results to calibrate the WAVE engine models. However, due to unforeseen
circumstances and the time constraint on this project, the experimental results did not
materialise, but still a chapter was dedicated to explaining the experimental setup and
lessons learned during the attempts to acquire these results.
Three WAVE models were developed and the results compared in order to gain
understanding into simulating sleeve valve engines. One model was done with

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discharge coefficients found in the open literature, one model with CFD derived
discharge coefficients and one model with poppet valves.
Finally conclusions were drawn and further recommended work discussed. This
project served as one in four projects performed on the particular sleeve valve engine.
The other projects address different parts of the engine and although the projects
were all separate, some information and knowledge were shared. The other projects
are (Chabert, 2007), (Franco Sumariva, 2007) and (Vasudevan, 2007).

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2. LITERATURE REVIEW
In order to gain a better understanding of sleeve valve engines, a literature review was
undertaken. It also serves as a tool in performing the project and identifies previous
work done in the relevant fields so that unnecessary duplication of work will be
avoided. The literature review firstly focuses on the topic of engine downsizing after
which the focus is shifted towards sleeve valve engines and then the modelling of this
type of engines. A few key modelling issues are identified and existing literature
assembled to aid in the understanding and completion of the task at hand.
2.1 ENGINE DOWNSIZING
One of the possible methods of reducing engine exhaust emissions while maintaining
sufficient performance is by downsizing the engine. The problem with current
production small engines is that they are not designed to meet any emission
regulations and fuel consumption is of low importance. These two factors, however,
are major design criteria for modern automotive engines.
Small engines show the tendency to produce low brake thermal efficiencies and (Lowi,
2003) describes a few causes for this. When downsizing an engine the surface to
volume ratio becomes an important design consideration. The smaller cylinder exhibit
higher heat transfer areas which could result in over cooling thereby impairing
effective combustion, but the cylinder head has the tendency to under-cool resulting
in excessive spark plug temperatures. The cooler cylinder walls do however reduce the
tendency for end gasses to auto ignite, allowing the use of higher compression ratios.
Downscaling of the cylinder results in viscous effects influencing the air stream and
causing small scale turbulence. This causes insufficient air/fuel mixture and flame
speeds which can be resolved by introducing large flow areas into the cylinder. This is
however difficult to achieve with conventional poppet valves, thus promoting the use

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of sleeve valves. (Yagi et al. 1970) also states that one of the major design
considerations to achieve high volumetric efficiency is to maximize the valve area in
order to increase engine breathing.
Furthermore, using carburetion with a short inlet manifold will cause incomplete
vaporization of the fuel (especially wide-boiling hydrocarbon fuels) resulting in
unburned fuel being passed through the engine causing high fuel consumption and
hydrocarbon emissions. Port- or direct fuel injection might solve this when high
atomization injection is used. These factors must be taken into account when
simulating and designing a downsized engine.
The design of the combustion chamber is one of the most important components in
designing a small engine. A high compression ratio and combustion speed is required
in order to maximize the thermal efficiency while flame travel and heat transfer must
be minimized so that higher indicated efficiency can be reached. Decreasing the travel
that the flame must undergo to engulf the end gasses will result in a higher usable
compression ratio. In order to ensure sufficient turbulence in the air flow into the
cylinder, the combustion chamber design in a small engine needs to promote swirl
motion of the air. Careful consideration is required not to invoke excessive turbulence
so that the flame kernel is extinguished before the fuel is burnt completely.
(Lowi, 2003) describes the design considerations for a combustion chamber of a small
cylinder engine and concluded that the design used by (Hendrickson, 1999) is
sufficient. This design consists of a small spherical open chamber with a spark plug
locater centrally with a small squish land on the cylinder perimeter. (Ricardo and
Company, 1947) also confirmed that decreasing the combustion chamber diameter
with the use of a squish land on the cylinder perimeter increases the swirl inside the
combustion chamber. This minimized the volume of the chamber as well as the flame
travel and the surface area. This arrangement however, deems it improbable to use
poppet valves and (Hendrickson, 1999) also describes using sleeve valves to overcome

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the lack of area in the combustion chamber to yield to the poppet valves. Figure 1
illustrates the so called “VSC core engine” by (Hendrickson, 1999). Note the
combustion chamber shape as described above and the lack of space for poppet valves
in the combustion chamber, necessitating the use of a sleeve valve.
Figure 1: VSC Core Engine (Hendrickson, 1999)
Turbocharging a downsized engine may lead to impractically small turbomachinery.

Too tiny components would have to run at too high rotational speeds resulting in low
Reynolds numbers which is not practical for manufacture and service. In these cases
positive displacement pumps would result in a more practical solution (Hendrickson,
1999).

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2.2 THE USE OF SLEEVE VALVE ENGINES
2.2.1 Brief History of Sleeve Valve Engines
In 1903 Charles Yale Knight designed the first sleeve valve engine. This sleeve valve
mechanism consisted of a double sleeve arrangement with reciprocating movement.
Six years later two separate designers filled patents for single sleeve valve mechanism
combining reciprocating and rotating movements to produce an elliptical path of valve
movement. These two inventers were Peter Burt and James H K McCollum (Wells).
Various sleeve valve engine designs enjoyed moderate success in the automotive
industry with the high production cost of the engines limiting their use to upmarket
vehicles. Sir Harry Ricardo noticed the sleeve valve engine and realized its potential as
a high performance aero engine. He performed much development work on sleeve
valve engines and many different sleeve valve design aero engines were employed
during the Second World War. Among them the Bristol Centaurus and the Napier
Sabre, two of the world’s most powerful spark ignition engines.
The sleeve valve engine was a very competent alternative to the poppet valve engine,
showing very high levels of performance for spark ignition engines and many other
advantages (as described in the subsequent sections). The advent of the jet engine in
the aero industry however, halted the use of the sleeve valve engine in that industry.
At that stage no other markets existed for very high performance spark ignition
engines and subsequently sleeve valve engines was lost to the world.
2.2.2 Sleeve Valve Operation
The sleeve is located between the cylinder wall and the piston. Port openings at
various locations along the cylinder wall serve as inlet and outlet passages. The sleeve
consists of a number of pie-shaped openings situated along its circumference. These
openings are aligned with the applicable ports in the cylinder wall at the appropriate
sectors in the intake and exhaust strokes, thereby creating inlet and outlet valves
respectively. The sleeve motion is produced by a gear driven cam connecting to the

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sleeve and delivering reciprocating as well as rotating motion to result in an elliptical
path being followed by the sleeve (Figure 2).
Figure 2: Sleeve Valve Motion
Various port arrangements are illustrated in Figure 3, with the subsequent maximum
valve areas available for some of these arrangements at different bore diameter
illustrated in Figure 4.

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Figure 3: Various Sleeve Port Arrangements (Ricardo, 1931)
Figure 4: Maximum Available Valve Areas (Ricardo, 1931)
At TDC the sleeve ports are above the “junk” head rings (Figure 5), effectively
shrouding the ports from the combustion chamber and protecting the ports from the
combustion gasses. This is however a place of concern when sealing is considered and
blow-by of gasses occur around these rings.

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Figure 5: Cylinder “Junk” Head (Dardalis, 2004)
2.2.3 Advantages of Sleeve Valves
Sir Harry Ricardo realised the potential of the sleeve valve engine as a high
performance aero engine, but described the following advantages of the general use of
sleeve valve engines (Lowi, 2003):
The spark plug could be located in the centre of the combustion chamber,
thereby minimizing the required flame travel to engulf all the charge in the
combustion chamber. This is also applicable to very small cylinder engines and
is exactly the design consideration required as described in Section 2.1. This
use of sleeve valves which permits the designer to optimize the combustion
chamber shape for desired combustion was also realized by (Hendrickson,
1999) and (Lowi, 2003).
The lack of high temperature resistant materials in the early part of the 20th
century caused problems for exhaust poppet valve design. The use of sleeve
valves eliminated problematic exhaust poppet valves while also eliminating the
source of unwanted auto ignition in the form of the hot exhaust valves. The

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absence of the hot exhaust valves subsequently allows for higher tolerable
compression ratios, thereby increasing engine performance.
The geometry and layout of the sleeve valve generates high levels of natural
turbulence (in the form of swirl) when the valves initially opens aiding in
air/fuel mixing and flame propagation. These high levels of swirl was studied
and documented by (Ricardo and Company, 1947).
The sleeve valve results in a breathing capacity (in other words flow area) at
least equal to that of any accommodated poppet valve arrangement and that
this larger valve area could be opened more rapidly than a poppet valve
counterpart.
The use of a sleeve valve mechanism results in a more compact and less
complex engine with a smaller frontal area.
Sleeve valve engines also showed higher mechanical efficiencies due to
reduced friction and lower actuation force of the valve train. The lower friction
also resulted in less wear of the engine components.
The sleeve valve ensures noiseless operation (Ricardo, 1931).
It is more robust than the poppet valves and requires less attention.
Opposed to the sleeve valve, (Yagi et al. 1970) describes abnormal valve motion of
poppet valve trains as a major obstacle in high speed engines. The rigidity and the
inertia of the valve train is a source of loss in the engine, reducing the volumetric
efficiency. Sleeve valves reduce these mechanical losses due to a lower power
consumption of the valve train.
One of the limitations on engine speed of a normal poppet valve engine as pointed out
by (Lumley, 2001) is valve float. This happens when the engine speed becomes too
high, and the valve spring is not strong enough to prevent the valve from breaking free
from the cam profile. When using a sleeve valve, this limitation in engine speed is
eliminated entirely, because the sleeve valve is operated by a fixed cam and not
controlled by a spring.

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At first it was believed that the extra surface contact areas between the piston and the
sleeve, and the sleeve and the cylinder wall would increase mechanical friction,
thereby reducing engine performance. However, according to (Dardalis, 2004)
experiments have shown that the total friction of the sleeve valve was “usually lower”
than conventional poppet valve designs, believed to be due to the rotary movement of
the sleeve.
The maintanance records of over 60 000 sleeve valve engines used during the war
suggested the absence of localized cylinder wear paterns, observed in engines without
the resiprocating sleeve valve, and 10 times lower overall bore wear (Dardalis, 2004).
The wear was so low that it did not determine the engine life as was the case in more
conventional engines. Unfortuanately the major manufacturers at the time, Bristol
and Napier, was more conserned about engine performance than cylinder wear (or
lack thereof in this case) and very little effort was spent on quantifying this benefit.
According to (Dardalis, 2004), the sleeve valve engines illustrated high values of BMEP
and the engines could be maintained indefinitely at these peak pressures rather than
only 15 minutes as the poppet valves was limited to.
Sleeve valve engines are relatively insensitive to high exhaust pressures because of the
increased exhaust valve area allowing quick discharge of exhaust gasses through the
exhaust ports. This results in ideal conditions for using a turbocharger with the sleeve
valves.
2.2.4 Disadvantages of Sleeve Valves
Sleeve valve engines were developed at a stage where emission control was absent,
and therefore the current design of these engines will not meet modern emission
regulations. The extra set of ring in the junk head attribute to higher hydrocarbon
emissions by trapping fuel and preventing it from combusting during the combustion
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process. These stationary rings in the junk head also cause sealing problems and
subsequent blow-by is observed. This will cause inaccuracies in engine simulations and
therefore the blow-by must be accounted for in the engine model.
The piston movement can restrict the port area when a short stroke is employed.
Furthermore, the sleeve hampers heat dissipation of the piston to the cooling capacity
of the cylinder wall. This justifies research into sleeve materials that would allow
increased heat transfer from the piston.
Companies like Rolls Royce started developing high performance sleeve valve engines
and experimental ultra-high performance 2-stroke sleeve valve engines for aero
applications. However, the advent of the jet engine in the aero industry halted the
production of these engines as well as further development of sleeve valve engines.
2.3 ENGINE MODELLING
“Design refers to a situation where the characteristics of a system must be specified so

that it will enable execution of specific functions at an acceptable level of
performance. Simulation on the other hand generally refers to a situation where the
characteristics of the system are known and models must be set up to predict its
functionality and performance level” (Rousseau, 2002).
The goal of this study is to simulate the sleeve valve engine in order to be able to use
the simulations to optimize the design. To do this, known models must be employed
to accurately predict the performance so that effective optimization can be done. The
level of complexity of the simulations will be dictated by the available models for
different simulated sections of the entire engine. The thermal fluid flow through the
engine ducting will for instance be modelled with theoretical models based on
fundamental principles. The flow through the valves can also be modelled with
theoretical principles (approximated with orifice flow), but empirical correlations
determined experimentally should produce more accurate results, as observed by
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(Waldron, 1940). The theory is not always completely understood and in such
scenarios empirical model must be used to acquire accurate results.
The sleeve valve engine will be modelled using the Ricardo WAVE software package.
This software is used by many automotive companies and research institutions
(Farrugia, 2004). It is a 1-dimensional simulation package which combines accurate
general model simulations with improved simulation time compared to 3-dimensional
CFD simulations.
2.3.1 Sleeve Valve Flow Coefficients
The major fundamental difference between the poppet valve and the sleeve valve
engines is the airflow into and out of the cylinder. Therefore, the major difference in
the modelling of these two types of engines will be the modelling of the valves. The
fact that the pressure drop across the valves has a significant influence on the engine
performance deems it necessary to accurately model the flow coefficients across the
valves. Figure 6 illustrates a typical flow coefficient curve for normal poppet valves as
a function of the valve lift used in the valve model of Ricardo WAVE. It is therefore
necessary to acquire a similar flow coefficient curve for sleeve valves.

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Figure 6: Typical Valve Flow Coefficient for Poppet Valves (Cole, 2006)
A first method of obtaining such a flow coefficient curve for a sleeve valve is to search
the open literature. This was done and a 1940 NACA report (Waldron, 1940) was
obtained describing the construction of flow coefficients for sleeve valves. The author
used an experimental setup which employed a very similar sleeve valve arrangement
as the engine being used for the present study. In both cases a single sleeve is used
with an elliptical path consisting of 3 inlet valves and 2 exhaust valves.
Figure 7: Shape of Sleeve Valve Openings (Waldron, 1940)

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Figure 7 illustrates the shape of the sleeve and cylinder ports that was used in the
experimental engine of Waldron. Figure 8 illustrates the cylinder and port
arrangement. The experimental engine of the present study consist of a very similar
setup, with three inlet ports spread across 180° of the cylinder and the two exhaust
ports located in the remaining half of the cylinder wall. The inlet duct is also aligned
with the one centre port after which it branches to the two end ports resulting in the
inlet flow entering the end ports tangentially.
Figure 8: Cylinder of Waldron Experimental Engine (Waldron, 1940)
Waldron describes the experimental setup and methods used in measuring the
pressure drop as well as the assumptions made during the entire process and the
claimed accuracy of the results. He calculates the flow coefficient as a function of the
pressure across the valves and it is presented in the following equations.

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(1)
(2)
Waldron’s results are illustrated for the different valves in the following figures.
Figure 9: Flow Coefficients for Centre Inlet Valve (Waldron, 1940)

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Figure 9 illustrates the flow coefficients for the centre inlet valve for different
approaching flow field conditions. It can be seen that the flow coefficients are quite
high (>0.8) and that they are independent of approaching flow field conditions. It
should be noted that Waldron ensured that inlet manifold acoustics did not influence
the results.
Figure 10: Flow Coefficient for Centre Valve at Different Openings (Waldron, 1940)
Figure 10 illustrates the flow coefficients for the centre inlet valve for different valve
openings, showing that the flow coefficients are independent of the valve opening.
Figure 11: Flow Coefficient for End Inlet Ports (Waldron, 1940)

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Figure 11 illustrates the flow coefficients of the end inlet valves. Although they are
lower than that of the centre inlet valve (0.62 – 0.78), the flow coefficient still seems to
be high.
Figure 12: Manifold Pressure with All Inlet Ports Open (Waldron, 1940)
Figure 12 illustrates the pressure in the inlet manifold just upstream of the respective
valves in the case where all the inlet valves are opened simultaneously. It shows that
when the valves are fully open, the pressure just upstream of the end valves are lower
than that just upstream of the centre valve, indicating a pressure drop as a result of
the flow curvature.

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Figure 13: Flow Coefficient for Exhaust Valves (Waldron, 1940)
Figure 13 illustrates the flow coefficients for the exhaust valves at different valve
openings. It is clear that the flow coefficients are independent of valve opening.
These results seem to be very useful for developing a model for simulating the sleeve
valves. However, careful consideration must be done to ensure that the definition of
the flow coefficients as calculated by Waldron is exactly the same as the definition of
the flow coefficients used to describe the eventual valve model. This process will be
described in a later Section where the valve model will be described in detail.
2.3.2 Sleeve Valve Area
The area of the sleeve valves as a function of the crank angle together with the flow
coefficients described in the previous section is used to calculate the flow through
these valves. There is no exact equation for calculating the area for the sleeve valve
areas and therefore the drawings and physical measurements of the experimental
engine will be used to determine the areas graphically.
Figure 14 illustrates the valve movement presented as flow area with respect to crank
angle for the VSC core engine of (Hendrickson, 1999). It shows the upwards
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movement of the piston covering the ports, resulting in a reduced flow area. This must
be considered when calculating the valve areas of the experimental engine being used
in this study.
Figure 14: Valve Movement with Respect to Crank Angle (Hendrickson, 1999)
2.3.3 Heat Transfer in Small Engines
The increased heat transfer area in small engines causes cooler cylinder walls. This
heat transfer phenomena of the small bore engines can adversely affect the efficiency
and torque and must subsequently be taken into consideration when simulating and
designing engine performance of a downsized engine (Lowi, 2003).
In the design process of a small cylinder sleeve valve engine, (Lowi, 2003) used the
following models that influence the combustion process:
Fuel properties and mixture as well as unburned mixture and residual gas
fractions.
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Geometry of the combustion chamber including spark plug location and surface
to volume ratio.
Heat transfer characteristics which are based on the mean velocity, a measure
of the turbulence and the swirl ratio.
These suggested models will be taken into account when preparing the final models
for the engine simulations and will therefore be described in more detail in subsequent
sections.
2.4 CONCLUSION
In this review, a brief description of the sleeve valve engine was given as well as some
comments on the downsizing of spark ignition engines. It was found that the sleeve
valve engine consists of many advantages and therefore justifies a closer inspection.
The fact that the current designs of sleeve valve engines will not meet the modern
emission regulations, together with the advantages of the sleeve valve engines justifies
research into minimizing the emissions of these engines. It was also shown that sleeve
valve engines present a plausible solution for maintaining sufficient breathing for
downsized engines.
With this in mind and the lack of sleeve valve simulation models due to the halted use
of these engines in the non-computer age necessitates the need for accurate
performance prediction models to aid in sleeve valve engine optimization. The major
simulation difference between poppet and sleeve valve engines will be the valve flow
models. Sleeve valve flow coefficients for a very similar sleeve valve was found and
described, but the detail description of the valve model will be described in further
sections of this report. For these models the valve areas of the experimental engine
must be determined and the flow coefficient described in this literature review must
be adapted to serve in the WAVE software.

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3. INITIAL WAVE MODEL
The main aim of this project is to model the 4-stroke sleeve valve engine. This will be
done with specialised engine simulation software called WAVE, being developed by a
company called Ricardo. The software is a 1-dimensional fluid simulation package,
which uses model elements to represent certain parts of typical engine components.
The detail theory behind the models will not be addressed as it comprises mostly of
widely published thermal fluid mechanics.
An initial engine simulation was needed in order to use the experimental data to
calibrate the model. In order to develop an initial WAVE model, various geometries
were needed from the engine. As the engine was available for testing, the engine was
taken apart before any testing was done, to acquire the required geometrical
dimensions. The most important geometries needed for the WAVE model is any
geometrical dimensions determining the flow path of air and exhaust gas through the
engine. The sleeve valve port openings are very important geometries and special care
was taken to acquire these values because of their rather arbitrary and complex
shapes.
This chapter explains the determination of acquiring the sleeve valve flow areas as well
as initial sleeve valve flow coefficients and the subsequent development of an initial
WAVE model.
3.1 DETERMINING THE PORT POSITIONS
With the engine taken apart, the ports in the sleeve as well as the ports on the inside
of the cylinder wall were exposed. There are five ports in the cylinder wall, being one
centre inlet port, two end inlet ports and two exhaust ports. The sleeve has four ports,
as two ports overlap the inlet cylinder wall ports; one overlaps an exhaust cylinder wall
port and the final sleeve port overlapping an inlet and exhaust cylinder wall port.

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The shape of the both sets of ports was captured by fixing a sheet of paper around the
sleeve and around the inside of the cylinder respectively and tracing the particular port
shapes with a pencil. Great attention was paid to obtaining accurate copies of the
shapes and two copies of both sets of ports were made and compared in order to
ensure repeatability of the copying process. Both copies produced the same port
profiles and it was therefore assumed to be sufficiently accurate and repeatable.
Scaled down pictures of the traced sleeve ports and of the cylinder ports are presented
in Figure 15 and Figure 16 respectively.
Figure 15: Traced Sleeve Ports
Figure 16: Traced Cylinder Wall Ports
The next step was to copy these images onto graphical paper in order to determine
coordinates for various points on the profiles of the ports. The profiles were copied
onto the graphical paper and many points along the ports’ shapes were identified so
that the coordinates of these points would describe the respective port shapes.
Figure 17 and Figure 18 illustrates these coordinate points for the sleeve and cylinder
wall port profiles respectively.

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Figure 17: Coordinate Points on Sleeve Port Profiles
Figure 18: Coordinate Points on Cylinder Wall Port Profiles
The X and Y coordinates of all the various points as they occur on the graphical paper
were read into and Excel spreadsheet and X and Y offset values were added in order to
replicate the positions of the port openings at top dead centre (TDC) for the start of
the combustion stroke (assumed as 0° crank/cycle angle). The origin of the Y-axis was
selected to be the outer rim of the piston at bottom dead centre (BDC) and the origin
of the X-axis was selected to be between the centre inlet wall port and one of the end
inlet wall ports. This position was marked on the traced drawings of the sleeve and
cylinder wall ports in order to obtain the correct X offset values. The circumference of
the sleeve outside diameter and the cylinder inside diameter were “rolled out” on the
X-axis, and therefore the X-axis stretched from 0 mm to approximately 278 mm (sleeve
outside diameter ≈ 89 mm). Figure 19 illustrates the positioning of the various ports at
0° crank angle as reproduced in the Excel workbook. Note the horizontal line
representing the piston at TDC.

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180
160
140
120
100
80
60
0 50 100 150 200 250
Wall Port 1 (End Inlet) Wall Port 2 (Exhaust) Wall Port 3 (Exhaust) Wall Port 4 (End Inlet) Wall Port 5 (Centre Inlet)
Combined Sleeve Port Exhaust Sleeve Port End Inlet Sleeve Port Centre Inlet Sleeve Port Piston
Figure 19: Port Layout at 0° Crank Angle
The procedure described above produced the port positioning of all the ports at TDC.
To determine the port positions at any given crank angle, the port coordinates at TDC
was used as the base coordinates whereby dynamic X and Y offset values would be
added for a certain crank angle. These offset values are determined by the sleeve
motion produced by the rotation of the crank shaft.
Figure 20: Elliptical Motion of Sleeve
(3)

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The mechanism driving the sleeve produces an elliptical motion of the sleeve as
illustrated in Figure 20. The X and Y offset values can therefore be calculated with the
equation describing an ellipse as presented in Equation (3).
b
x X
Figure 21: X and Y Coordinates of Ellipse at Crank Angle α
Figure 21 illustrates the sleeve at crank angle α (coordinates (x,y)), which represents
sleeve angle θ, with the sleeve angle being half that of the crank angle. The sleeve at
TDC is located at the upper most point on the ellipse (coordinates (0,a)). This leads to
an X value as function of the sleeve angle as calculated by Equation (4) and a Y value as
a function of the X value as calculated by Equation (5).
(4)
(5)

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The values of x and y is subsequently adapted to produce the values for the X and Y
offsets and added to the base X and Y values of the sleeve at TDC in order to locate the
sleeve ports at any given crank angle, α.
3.2 DETERMINING THE VALVE AREAS
In order to correctly simulate the flow through the engine the valve areas must be
known throughout the 720° crank angle cycle. Therefore the valve areas must be
calculated for every crank angle. This can be done by tracing the overlapping sleeve
and cylinder wall port profiles onto a piece of graphical paper and counting the square
millimetre blocks confined within the traced port outline. However, as this must be
done for all five valves at 720 different crank positions, it will result in a very time
consuming and inaccurate process due to the difficulty in correctly tracing the
overlapping port shapes in the confined space of the cylinder. It was subsequently
decided to use the coordinates of the sleeve and cylinder wall ports as determined in
the previous section to calculate the valve areas for all 720° crank angles.
3.2.1 Initial Method of Calculation
At first it was thought to perform “curve fitting” to various sections of the coordinated
points identified in the port profiles and then to determine the integral of these curves
over their various ranges of applicability and finally to add these areas in order to
obtain the total area of a certain port. Figure 22 illustrates the curves fitted and their
accompanied equations to eight different zones identified around the sleeve port
profile.

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170
y = -0.003x 2 + 0.303x + 154.5

y = 0.5x + 143.2
160 1
y = -0.165x2 + 15.69x - 210.0
y = 3.331x + 45.36 2
3
4
150
5
6
y = -0.124x 2 + 10.40x - 47.03
7
140 8
Poly. (1)
Linear (2)
Poly. (3)
130
Linear (4)
Linear (5)
Poly. (6)
120 Poly. (7)
y = 120.4 y = 0.045x 3 - 7.623x 2 + 424.2x - 7747.
Poly. (8)
y = -0.016x 3 + 1.527x 2 - 47.75x + 617.9

110
0 20 40 60 80
Figure 22: Curves Fitted to Points Describing Sleeve Port
A number of problems arose with this method however. Firstly, the equations for the
curves changes with every change in crank angle (subsequent change in position) and
therefore the integrals must be repeated for every crank angle, resulting in a very
laborious and time consuming process. Secondly, when the ports overlap, the exact X
coordinates where the port profiles overlap are unknown and hence the ranges of the
applicable integrals are unknown, resulting in incorrect calculations of the areas.
Finally, because the curve fittings are just a mathematical approximation, the curves
does not exactly represent the various profiles, resulting in inaccurate calculation of

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the area. This was realised when the area of the port shown in Figure 22 was
calculated using the method described above. This value was compared to the area
determined by counting the square millimetre blocks on the graphical paper for the
sleeve port in question. Although counting the blocks is also a time consuming
process, it is very accurate and the area calculated using this method resulted in
approximately 1200 mm² compared to an area of roughly 1400 mm² calculated with
the curve integrals. This confirms the need for a more accurate, generic and quicker
method of calculating the port areas.
3.2.2 Automated Method of Calculation
The points identified on the port profiles are located so that when the points are
connected with a straight line it would still yield a very similar profile as the actual
shape. On curved parts of the profiles the points are highly populated and on
straighter parts the points are more sparsely populated. The region between two
adjacent points could therefore be approximated with a straight line and the area can
easily be calculated as the area of a trapezoidal, being the area from the X-axis to the
straight line for the range on the X-axis.
The port area is subsequently obtained by subtracting the area of the bottom part of
the port profile from the area of the top part of the profile. However, this procedure
works well only when calculating the area of an entire port. Problems arise however,
when the sleeve port and the cylinder wall port overlap and only a certain part of each
profile must be taken into account and the exact points of overlap is unknown. To
overcome this problem, the entire range of each port on the X-axis was divided into
0.25 mm sections. New points were created by linearly interpolating between
adjacent points in order to have points at every 0.25 mm intervals. The linear
interpolation was done by Equation (6) where (x1,y1) and (x2,y2) are two original
adjacent points and (x,y) is the newly created points with at intervals of
0.25 mm.

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(6)
Figure 23 illustrates the original points describing one of the sleeve port profiles
together with the linearly interpolated added points at 0.25 mm intervals. This
procedure was done for all the cylinder wall ports as well as for the sleeve ports.
Subsequently, the biggest interval in X values is 0.25 mm resulting in a very small
potential error in determining the exact point of intersection in the case of port
overlap.
165
160
155
150
145
Y-Axis
140
135
130
125
120
24 29 34 39 44 49 54 59
X-Axis
Original Points Added Points (0.25mm Intervals)
Figure 23: Points Describing the Sleeve Port Profile
The coordinates of the cylinder wall ports remain unchanged when the crank angle
changes, but as described in the previous section, the sleeve port coordinates change.
The procedure of adding points at every 0.25 mm interval on the X-axis was done for
the sleeve ports as well and it is subsequently easy to determine the points of
intersection between the wall and sleeve ports to within 0.25 mm.

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This results in the range of X values where the wall and sleeve ports overlap being
known, as well as the Y values accompanying these X values, so that the area of the
open valve can be calculated. However, the issue of whether the piston will mask the
valve area at certain crank angles is still unattended. As illustrated by (Hendrickson,
1999) the piston movement covered the valve openings when moving up to TDC in the
exhaust stroke and moving down from TDC in the intake stroke, effectively reducing
the valve areas. An equation presented by (Bosch, 2004) was used to describe the
piston movement and an appropriate Y offset value was added in order to ensure the
piston is at Y = 0 at BDC. The equation for the piston movement is given by
Equation (7).
(7)
The resulting piston movement is presented in Figure 24. A horizontal line was added
to the port coordinates and taken into account when determining the Y values for the
valve opening.

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90
80
70
60
Y-Axis [mm]
50
40
30
20
10
0
0 100 200 300 400 500 600 700
Crank Angle [deg]
Figure 24: Piston Movement with Crank Angle
Finally all the necessary data are available to calculate the valve opening area. This
includes the range of X values at which a cylinder wall port and its associating sleeve
port overlap, as well as the accompanying Y values that describes the open part of the
overlap. These Y values also include the presence of the piston where applicable. It
was decided to use the equation for calculating the area of a trapezoid because two
adjacent X values and their respective two associated Y values are situated in the form
of a trapezoid as illustrated in Figure 25. The equation is presented in Equation (8) and
Figure 25 also illustrates the definitions of the terms used in the equation.
(8)

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100
(x2t,y2t)
99
98
(x1t,y1t)
97
96
Y - Axis
Δy1 Δy2
95
Δx
94
(x1b,y1b)
93
92
(x2b,y2b)
91
48.2 48.25 48.3 48.35 48.4 48.45 48.5 48.55
X - Axis
Figure 25: Trapezoid from Adjacent Valve Opening Points
All the small trapezoid areas describing each valve opening were added together to
produce the total valve opening for each valve. This was done at all the crank angles
for 1 full cycle (0° to 720°) and plotted to produce Figure 26. Note the sudden drop-
offs in the range between 300° to 400° due to the piston masking the valve openings.

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900
800
700
600
500
Area [mm^2]
400
300
200
100
0
0 100 200 300 400 500 600 700 800
-100
Cycle Angle [deg]
End Inlet 1 Valve Area [mm^2] Exhaust 1 Valve Area [mm^2] Exhaust 2 Valve Area [mm^2]
End Inlet 2 Valve Area [mm^2] Centre Inlet Valve Area [mm^2]
Figure 26: Valve Areas Plotted Against Crank Angle
3.3 VALVE MODELS
The WaveBuild software has a number of options available to specify the valve models
with. Unfortunately, there are no models which are directly applicable to sleeve valves
and it was subsequently decided that the best alternative would be to use the effective
area valve model. This model requires the valve area as function of the crank angle, a
diameter and the valve flow coefficients as function of the pressure ratio across the
valve and the valve lift.
As described in the previous section, the valve area was determined as function of the
crank angle. The area data was entered into a file in the format as specified by the
WAVE user manual for valve effective area files. These files were then specified as the
areas for the various valves leading to input pages similar to the one presented in
Figure 27. Notice that WAVE automatically converts the effective area to valve lift
values.

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Figure 27: Typical Input Page for Effective Valve Area
The valve diameter is used to convert the effective area plot to a valve lift plot
, plotted against crank angle. In the simulations this will be converted
back to an effective area and therefore, any reasonable diameter can be used, as long
as it is used consistently. For the initial model, all the valve diameters were specified
as 20mm.
This leaves only the discharge coefficients to be determined. Due to the fact that this
is an initial WAVE model, it was decided that the coefficients as described in Section
2.3.1 will be sufficient. Discharge coefficient determined from the figures presented
by (Waldron, 1940) was copied into a file with the format of the file as specified by the
WAVE user manual for valve discharge coefficient files. These files were then specified
in the WAVE model as the discharge coefficients for the various valves. Figure 28
illustrates the coefficients used. Notice only one profile per valve, as (Waldron, 1940)
concluded that very similar coefficients were acquired for different valve openings.

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1
0.95
0.9
Discharge Coefficient
0.85
0.8
0.75
0.7
0.65
0.6
1.0000 1.5000 2.0000 2.5000 3.0000 3.5000 4.0000 4.5000
Pressure Ratio
Centre Inlet Valve End Inlet Valves Exhaust Valves
Figure 28: Discharge Coefficients as taken from (Waldron, 1940)
These discharge coefficients were entered as a function of the pressure ratio and
repeated for two different valve lifts, one small lift value (0.1 mm) and one large lift
value (15 mm), resulting in a typical input page presented in Figure 29 (centre inlet
valve in this case).
Figure 29: Input Page for Valve Discharge Coefficient

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3.4 INTAKE FLOW PATH
The flow path of the intake system comprises of an inlet pipe, throttle valve of the
carburettor and then the inlet manifold leading into the three inlet valves. The inlet
pipe and the inlet manifold are modelled using duct elements and these two parts are
joined by a Y-junction element. The throttle is specified as an orifice, splitting the inlet
pipe into two sections before entering the junction element. A fuel injector is also
added to the second part of the inlet pipe to facilitate fuel delivery to the system. The
injector was set to deliver an air fuel ratio (AFR) of 14.7, thereby assuming
stoichiometric combustion. This layout is presented in Figure 30.
Figure 30: WAVE Layout of Intake Flow Path
3.4.1 Geometry
The carburettor is connected to an inlet manifold. The manifold comprises of a C-

shaped steel ducting that bolts over the exposed ports in the cylinder wall. This
ducting directs the flow towards the three inlet ports which are situated at roughly 90°
intervals around the barrel. The area around the ports is cleared of cooling fins in
order for the ducting to attach onto the outside of the cylinder barrel. The side of the
manifold connecting to the barrel is open, thus using the barrel as one of the sides
enclosing the inlet flow path. Figure 31 illustrates these components.

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Figure 31: Inlet Manifold Duct and Cylinder Barrel
The geometry of the inlet manifold duct therefore defines the flow path of the air and
it is graphically presented in Figure 32, showing the main dimensions. Inside the
ducting there are no obstructions and the air is free to move undisturbed. The
curvature of the flow around the barrel to the two end inlet valves are supported by
slopping cut-out sections into the barrel to maximize the flow area.
Ø38
191
139
26 26
90
30
30
15
Figure 32: Inlet Manifold Geometry

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As illustrated in Figure 30 the inlet flow path will be modelled by using duct, orifice and
Y-junction elements. The input geometrical values for the various duct elements are
taken from Figure 32, with the carburettor having the same diameter as the pipe it
connects to. The two pipes leading to the two end inlet valves are noncircular and
therefore the hydraulic diameter equation (Equation (9)) was used to determine the
input diameter values for the ducts.
(9)
The resulting geometrical input values for the ducts of the intake system are presented
in Table 1. It should be noted that the friction multiplier for the three ducts leading to
the inlet valves are set at 0, implying no pressure loss due to friction. This is done
because the pressure loss due to friction is already taken into account in the discharge
coefficients of the valves.
Table 1: Geometrical Input Values for Intake Flow Path Ducts

Left Diameter
Heat Transfer
Discretization
Length [mm]
Bend Angle
Multiplier
Multiplier
Diameter
Friction
Overall
[mm]
[mm]
[mm]
Right
[deg]
Carb1 38 38 15 100 0 1 1
Carb2 38 38 15 15 0 1 1
DuctEI1 33.53 30.875 15 90 90 0 1
DuctCV 38 38 15 10 0 0 1
DuctEI2 33.53 30.875 15 90 90 0 1
The discretization lengths were calculated with an equation given in the WAVE user
manual, Equation (10). The manual suggests using this equation to calculate the
discretization size in order to acquire the best compromise between accuracy and

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computing time, as minimizing the discretization length will increase the accuracy but
also increase the computing time.
(10)
with
where is the engine speed in revolutions per minute, and is the speed of sound.
As the engine will probably not be ran above 6000 rpm, it was decided to calculate the
discretization for this speed and subsequently it will be sufficient for lower speeds.
This resulted in a discretization of approximately 15 mm.
3.4.2 Heat Transfer
Heat transfer inherently implies the transfer of heat from a medium which consist of
heat to a medium which consists of less heat. This phenomenon is therefore driven by
a difference in heat between two mediums which imply a temperature difference
between the two mediums. The three methods of heat transfer are convective,
conductive and radiation heat transfer. All these methods rely on a temperature
difference between two mediums and a higher temperature difference implies higher
heat transfer.
Consider the intake system, remembering that this is a normally aspirated engine.
Therefore, the temperatures throughout the intake system will be at a similar
temperature as the ambient surrounding temperature. Subsequently very little heat
transfer will take place and it was therefore decided not to simulate heat transfer in
the intake system. However, it was realised that a part of the two intake ducts leading
to the end inlet valves are directly in contact with the cylinder barrel which will be at a
considerably higher temperature as the ambient temperature and thus a significant
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amount of heat transfer will take place. It is hence imperative that the heat transfer in
these two ducts is simulated.
A first thing to notice is that the heat transfer multipliers as specified in Table 1 in the
previous section are all set to 1, even for the ambient temperature intake ducts. The
heat transfer calculated in that case is convective heat transfer between the fluid
stream in the duct and the boundary layer. Due to the friction between the boundary
layer and the duct wall it was decided to consider this convective heat transfer.
However, the conductive and radiation heat transfer of the ambient inlet ducts will be
ignored, but these heat transfer terms will be included in the analyses of the two ducts
which are in contact with the cylinder barrel.
A problem arises when attempting to activate the conduction and radiation heat
transfer to the two ducts which are in contact with the cylinder barrel. The problem is
that only one side of the duct is connected to the hot cylinder barrel and if the
geometries of theses ducts remain as they are specified in Table 1, excessive heat
transfer will take place due to the heat transfer area (the outside area of the duct)
being larger than the actual heat transfer area (only the one side). Thus, a way must
be found to decrease the heat transfer area without affecting the pressure loss and
mass flow rate through these ducts or their acoustic behaviour. In order to keep the
mass flow rate in tact the same diameters must be used as specified in the table. As
far as the pressure loss is concerned, altering the length of the ducts will not affect the
pressure loss, because the pressure loss of these ducts is already accounted for in the
discharge coefficients of the valves. Therefore, the length and thickness of these ducts
can be altered in order to accurately specify the heat transfer area. The thickness has
no affect on either the mass flow rate or pressure loss.
Unfortunately, altering the length of the pipe will affect the acoustic pressure wave in
the duct and ultimately the effective mass flow rate. It was subsequently decided to
divide each of the two intake ducts that lead to the end inlet valves into two separate

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ducts. The combined length of these two ducts will be the same as the geometrical
length of the duct, one of the ducts will model conduction and radiation heat transfer
while the other duct will model the convective heat transfer.
In order to calculate the input values the area and volume of the duct with conduction
and radiation must be equal to the area of the cylinder barrel that is in contacts with
the flow and the volume of that part of the barrel. According to the engine drawings,
that part of the barrel is roughly a block of 50 mm long, 38 mm high and 25 mm deep.
The contact area is only one face in the length and one face in the depth of the block.
Assuming that this duct will be placed adjacent to the valve, the diameter of the duct
will be 30.875 mm as presented in Table 1. Therefore,
and
thus
and
Solving these equations simultaneously leads to a duct length, , of 14.13 mm and a

thickness, , of 16.67 mm and a new length of the accompanying duct of 75.87 mm.
The new input values for these ducts are presented in Table 2 and the layout is
presented in Figure 33.

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Figure 33: WAVE Layout of Intake Including Heat Transfer Ducts
The cylinder barrel is a cast aluminium, air cooled cylinder block. (Incropera & De Witt,
1996) provides the following properties for cast aluminium:
Density – ρ = 2790 *kg/m³+

Specific heat – cp = 883 [J/kg.K]
Thermal conductivity – k = 168 [W/m.K]
Emissivity – ε ≈ 0.8
This leads to a heat capacity of roughly 2.46 x 106 [J/m³.K]. The temperature of the
cylinder barrel was assumed to be 400K, but should be calibrated once experimental
data becomes available.
Table 2: Input Values for Intake Heat Transfer Ducts
DuctEI1 DuctHTEI1 DuctEI2 DuctHTEI2

Left Diameter
33.53 30.875 33.53 30.875
[mm]
Right Diameter
30.875 30.875 30.875 30.875
[mm]
Discretization
15 14.13 15 14.13
[mm]

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DuctEI1 DuctHTEI1 DuctEI2 DuctHTEI2
Overall Length
75.87 14.13 75.87 14.13
[mm]
Bend Angle [deg] 90 0 90 0
Friction Multiplier 0 0 0 0
Heat Transfer
1 0 1 0
Multiplier
Outer Wall
- 16.67 - 16.67
Thickness [mm]
Heat Capacity
- 2.46 x 106 - 2.46 x 106
[J/m³.K]
Conductivity
- 168 - 168
[W/m.K]
Convective Field
- 400 - 400
Temperature [K]
Radiation Field
- 400 - 400
Temperature [K]
Emissivity - 0.8 - 0.8
3.4.3 Junction
The modelling of the intake flow path consists of a Y-junction model that connects the
inlet pipe, following the carburettor throttle valve, and the three inlet manifold ducts.
A Y-junction element was used and specified with a diameter of 38 mm. The friction
and heat transfer multipliers were specified as 1 to account for the friction and
convection heat transfer, but because the junction does not contact any part of the
hot cylinder barrel, the conduction and radiation heat transfer were omitted. The
junction openings were set up as presented in Figure 34.

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Figure 34: 3-D Layout of Y-Junction Element for Intake Manifold
3.5 ENGINE MODEL
The engine model comprises of the basic engine geometries, combustion model and
heat transfer specifications. It is therefore only logical to divide this section into these
subsections.
3.5.1 Engine Geometries
The engine geometries were measured on the engine drawings and verified with the
measurements on the actual engine. The geometry tab of the engine model window
was subsequently populated with the values presented in Table 3.
Table 3: Engine Geometry Inputs
Variable Name Value Units

Number of cylinders 1 -
Strokes per cycle 4 -
Engine type Spark ignition -
Bore 85 mm

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Variable Name Value Units
Stroke 84.5 mm
Connecting rod length 171 mm
Wrist pin offset 0 mm
Clearance height 21 mm
The friction correlation constants were specified with the default values as no
numerical data on sleeve valve friction could be obtained. This is sufficient for the
initial WAVE model, but the friction model needs to be correlated with the
experimental results for the final WAVE model. The detail geometry of the piston
were specified with the default values of 0, because the swirl model is not used,
therefore not requiring the piston detail.
The compression ratio was more complicated to determine and therefore the
following subsection is dedicated to this matter.
3.5.1.1 Compression Ratio

In order to determine the compression ratio of the engine it was decided to use a
mathematical process. Using the known geometries of the piston and cylinder head,
the volumes needed to calculate the compression ratio could be calculated. The
equations that describe the piston at TDC and BDC as well as the cylinder head were
integrated in order to obtain their respective volumes. The various curves describing
these volumes along with the coordinates defining the curves are illustrated in
Figure 35.

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X
Cylinder Head
Volume 3 (42.5,106.5)
(0,98)
Piston TDC
Volume 1 (42.5,84.5)
Piston BDC (0,8.5)

Volume 2 (42.5,0)
Y
Figure 35: Volumes for Compression Ratio Calculation
It was assumed that the curves are round and therefore the various points on the
curves as illustrated in the figure were substituted in the standard equation describing
a circle. The coordinates of the points were determined by measurements from the
engine drawings and the measurements from the actual engine. This lead to the
following equations for the various curves:
(11)
To obtain the volume of a curve in the XY-plane revolved around the Y-axis,
Equation (12) can be used.

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(12)
where is the function describing the curve. Using this equation to determine the
volume is similar for all three different curves, and hence only the derivation of the
piston at TDC (volume 1) will be shown.
Consider
then
Volumes 2 and 3 were calculated in a similar way, resulting in and

, and subsequently the compression ratio could be calculated
with Equation (13), resulting in a compression ratio of 7.312 : 1.

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(13)
3.5.2 Combustion Model
The standard SI Wiebe model is specified for the combustion model. As initial values,
the 50% burn point was specified at 8° and the combustion duration was specified as
30°, while the rest of the variables were kept at their respective default values. These
input values was chosen in order to acquire the prescribed ignition timing of roughly
20° before TDC, but the values should however be calibrated with the experimental
data.
3.5.3 Engine Heat Transfer
There are two input pages to consider when modelling the heat transfer in the engine
model. The first is the heat transfer page and refers to the heat transfer between the
combustion gas and the surrounding surfaces. The second is the conduction page and
accounts for the conduction through the piston, cylinder wall and head, as well as the
cooling of these components. The inputs for these pages are described next.
3.5.3.1 Heat Transfer Inputs

This heat transfer model will be simulated by the original Woschni model as
predefined in the WAVE software. The heat transfer multipliers for open and closed
intake valves will be kept at the default values of unity. This indicates similar heat
transfer for open and closed valve situations. The average surface temperature of the
piston, cylinder head and liner were specified as 400°C, 470°C and 440°C respectively
as suggested by (Vasudevan, 2007). This is however a gross simplification as these
values will vary with different engine operating conditions, but these values should be
correlated when experimental data is available. The area multipliers, however has to

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be adjusted as a value of 1 indicates a flat piston and cylinder head and this is not the
case.
The actual surface area of the piston and the cylinder head is the same, as these to
shapes follow the same curve, only as mirror images of each other. Rewriting
Equation (11), which describes the profile of the piston and cylinder head, and using it
together with Equation (14) will provide the actual surface area from which an area
multiplier can be calculated.
(14)
where the curve is expressed as and is continuous on and

for . The surface is produced when the portion to is revolved
around the Y-axis. This leads to the following calculation:

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With the area of a flat piston with a diameter of 85 mm being 5674.5 mm² this results
in an area multiplier of 1.04. The multiplier is the same for both the piston and the
cylinder head.
The final input is the swirl ratio. According to (Ricardo and Company, 1947), sleeve
valve engines are high natural swirl engines and a swirl ratio of 0.716, as suggested by
(Vasudevan, 2007), will be used. This is however only a speculative value and should
be correlated with experimental results.
3.5.3.2 Conduction Inputs

The conduction input page consists of two sub-pages. The one contains information
on the engine component walls and the other information on the cooling side of the
engine components.
The cylinder head, barrel and piston were assumed to be cast aluminium and the
properties are presented in (Incropera & De Witt, 1996).

Thermal conductivity – k = 168 [W/m.K]
Volumetric heat capacity – 2.46 x 106 [J/m³.K]
Firstly considering the piston, as it was simplified to a hollowed circular cylinder with a
height of 60 mm and a thickness of 6 mm as measured on the drawings. This resulted
in a volume of:
(15)

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The area of the coolant side of the piston is difficult to determine, because the
drawings of the piston is not detailed enough, but it was assumed sufficient to use an
area equal to that of the piston face, calculated in Section 3.5.3.1 as
.
The cylinder head was also assumed to be a hollowed out cylinder with height of 125
mm and a thickness of 18 mm as measured on the drawings. Using Equation (15) again
results in a volume of . The area of the coolant side of the
cylinder head consists of a number of cooling fins. According to the drawings the fins
are 65 mm by 40 mm and there are 20 fins. This results in an area of approximately
.
The barrel unit also consists of cooling fins and is therefore difficult to determine the
volume. However, it was measured at 6.23 kg, but it is assumed that roughly only two
thirds of that mass is the part of the barrel that is in contact with the piston and which
contributes directly to the heat transfer. With a density as specified above, this leads
to a volume of the cylinder barrel of .
The next step is to calculate the area of the coolant side. Figure 36 illustrates the
geometry of the barrel and fin setup with the accompanying equations. The following
are the geometries describing the barrel of the experimental engine:
H = 85 mm
S = 10 mm
N=9
t = 2 mm

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L = 26 mm
r1 = 69.5 mm
r2 = 95.5 mm
This leads to a coolant side area, including the fins, of . The

thickness of the barrel is the difference between the two radii, which is 26 mm.
H t
L
r1
r2
Figure 36: Fin Geometry and Equations
This concludes the inputs for the component walls sub-page and the next sub-page
requires information on the cooling side of the components. The required information
includes the heat transfer coefficients and temperatures of the cooling sides of the
piston, cylinder head and barrel.
Drop-down menus provide options for calculating the heat transfer coefficients for the
various components. The piston heat transfer coefficient will be determined via a
splash correlation hardcoded in the WAVE software. Determining the heat transfer
coefficients for the cylinder head and barrel will however be calculated by hand and

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specified as a fixed value. The correlation for these values considers nucleate boiling,
which is associated with water-cooled engines. This engine is air cooled and therefore
a pre-calculated fixed value will be used as opposed to the correlation.
The heat transfer coefficient of the cylinder head and barrel will be the product of a
forced convection heat transfer coefficient of just the barrel without the fins and the
total fin efficiency. The forced heat transfer coefficient will be generated by a cooling
fan blowing cool air over the stationary engine.
The barrel was considered as a cylinder in a cross-flow application. (Incropera & De

Witt, 1996) provides properties of the cooling air at 293 K and it is listed below.
Density – ρ = 1.194 [kg/m³]

Specific heat – cp = 1.00686 [J/kg.K]
Thermal conductivity – k = 0.02574 [W/m.K]
Viscosity – μ = 1.811 x 10-5 [N.s/m²]
Prandtl number – Pr = 0.70882 [-]
With the cooling fan ratted at 173 m³/min and a diameter of 650 mm, it results in an
air speed of approximately 8.7 m/s. The diameter of the barrel is 139 mm and using
Equation (16) the Reynolds number was calculated as 79,635.
(16)
According to Table 7.2 in (Incropera & De Witt, 1996) for a Reynolds number between
40,000 and 400,000, the values of and must be used in
Equation (17) to determine the average heat transfer coefficient. This resulted in a
forced convection coefficient of .

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(17)
The next step is to calculate the fin efficiency of the barrel fins. Using the equations
presented in Figure 36 along with the calculated forced convection coefficient and
Figure 37, results in a single fin efficiency of . Equation (18) is subsequently
used to calculate the overall fin efficiency of all the fins, resulting in .
(18)
Figure 37: Efficiency of a Rectangular Annular Fin (Incropera & De Witt, 1996)
The forced convection coefficient and the overall fin efficiency are multiplied to
produce an effective heat transfer coefficient for the coolant side of the cylinder
barrel. This resulted in a value of . Although the cylinder head
has differently shaped fins, it was assumed that the same effective heat transfer
coefficient could be used for the coolant side of the cylinder head.

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Finally, the coolant temperatures of the cooling flows were specified. For the oil
temperature, the default value of 380 K was used, but the cylinder head and liner
coolant temperatures were specified as 293 K, representing the cooling air and not
cooling water as is the case of the default values.
3.6 EXHAUST FLOW PATH
The exhaust flow path of the experimental engine only consists of an exhaust pipe.
The engine was used for racing purposes and hence there are no catalytic converters
or silencers. Therefore the modelling of the exhaust flow path will only consist of
ducts and junctions. The exhaust gas will be at a high temperature compared to the
ambient temperature and thus heat transfer must be added to the simulation models.
It was assumed that the exhaust temperature would be in the region of 1000 K.
3.6.1 Ducts
The geometry of the exhaust system is illustrated schematically in Figure 38. The
exhaust bolts directly onto the cylinder barrel covering the exhaust ports. The pipe is
manufactured from stainless steel and the following properties are described in
(Incropera & De Witt, 1996) at a temperature of 1000 K:

Thermal conductivity – k = 25.4 [W/m.K]
Emissivity – ε ≈ 0.35
This leads to a heat capacity of roughly 4.88 x 10 6 [J/m³.K]. Using Equation (10) again
to calculate the discretization length yields a discretization length of approximately
30 mm. The assumed exhaust temperature of 1000 K increased the speed of sound
which subsequently increased the discretization length from the value calculated for
the intake ducts.

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Figure 38: Schematic of Exhaust Flow Path
The geometry and heat transfer data presented above, leads to the input data for the
exhaust system as presented in Table 4.
Table 4: Input Values for Exhaust System Ducts
DuctHTX11 DuctHTX12 DuctHTX21 DuctHTX22 DuctHTX

Left Diameter
32 32 32 32 47
[mm]
Right Diameter
32 32 32 32 47
[mm]
Discretization
30 30 30 30 30
[mm]

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DuctHTX11 DuctHTX12 DuctHTX21 DuctHTX22 DuctHTX
Overall Length
430 170 430 170 400
[mm]
Bend Angle
135 90 135 90 0
[deg]
Friction
1 1 1 1 1
Multiplier
Heat Transfer
1 1 1 1 1
Multiplier
Outer Wall
1 1 1 1 1
Thickness [mm]
Heat Capacity
4.88 x 106 4.88 x 106 4.88 x 106 4.88 x 106 4.88 x 106
[J/m³.K]
Conductivity
25.4 25.4 25.4 25.4 25.4
[W/m.K]
Convective
Field
293 293 293 293 293
Temperature
[K]
Radiation Field
Temperature 293 293 293 293 293
[K]
Emissivity 0.35 0.35 0.35 0.35 0.35
3.6.2 Junction
A Y-junction was used to simulate the junction of the two exhaust pipes into one final
pipe. The junction was specified with a diameter of 32 mm and it was also deemed
necessary to simulate the heat transfer. The input values for the heat transfer was

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specified as the same values as presented for the ducts in the previous section. The
junction openings were set up as illustrated in Figure 39.
Figure 39: 3-D Layout of Y-Junction Element for Exhaust Pipe
3.7 INITIAL RESULTS AND DISCUSSION
The simulation was set up for different engine speeds, ranging from 1000 rpm to 6500
rpm at intervals of 500 rpm. The engine speed was limited to 6500 rpm because above
this value the average piston speed is in excess of 18 m/s and therefore above a
recommended safe operating speed. The WAVE software produces many different
results ranging from temperature and pressure through the engine to engine
performance, fuel consumption and emission levels. Not all these results will be
discussed, only some of the relevant results will be presented and discussed.
The engine performance is always of high importance and the discussion will therefore
start there. The engine brake power and brake torque is presented in Figure 40. The
maximum power is 23.07 kW at 6500 rpm and the maximum torque is 34.95 Nm at
6000 rpm.

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Figure 40: Brake Power and Torque Calculated with Initial Model
The torque curve illustrates two troughs at 2000 rpm and 4000 rpm respectively.
When examining the efficiencies, Figure 41, it can be seen that these troughs coincide
with two troughs in the volumetric efficiency curve. These troughs in the volumetric
efficiency indicate that the inlet acoustics are detrimental to the engine breathing,
causing low engine power outputs at these speeds.
Figure 41: Volumetric and Thermal Efficiency Calculated with Initial Model
The indicated and brake mean effective pressures are presented in Figure 42. As
suggested by (Greenhalgh, 2006), the maximum break mean effective pressure of
roughly 9.1 bar is in the range of typical naturally aspirated spark ignition engines.

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Figure 42: Indicated and Brake Mean Effective Pressure Calculated with Initial Model
The cycle analysis was also investigated and the first to consider is the P-V diagram.
Figure 43 illustrates this diagram at 4000 rpm. It is clear from the diagram that it
seems to resemble a 4-stroke spark ignition engine, meaning that the basic parameters
of the engine simulation seems to be correctly specified.
Figure 43: P-V Diagram Calculated with Initial Model at 4000 rpm

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The main difference between the poppet and sleeve valve engines is the flow through
the valves. It is therefore of main concern to study the results of the valves. Firstly
consider Figure 44 illustrating the effective valve areas. This figure presents the valve
areas multiplied by the discharge coefficient. It can be seen that the basic profile of
the area curves as presented in Figure 26 are retained, but the values have reduced
due to discharge coefficients being lower than 100%. It can also be seen that the one
inlet valve (the centre inlet valve) has a much higher peak than the other two inlet
valves. This is because the discharge coefficients given by (Waldron, 1940) for the
centre inlet valve is higher than that of the two end inlet valves.
Figure 44: Effective Valve Areas for Initial Model
Consider Figure 45, illustrating the mass flow through the various valves plotted
against crank angle at 4000 rpm. The difference in the mass flow through the centre
valve and the two end valves is very clear. The centre valve mass flow rate is about
300 kg/hr, whereas the end inlet valves are roughly 50 kg/hr each. The difference in

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effective valve area as described from the above figure assists in this phenomenon, but
is not the only cause. The duct leading to the two end valves are longer and they are
bent, causing higher flow losses than the straight, short duct leading into the centre
valve. Therefore, the flow will naturally follow the path of least resistance, causing the
higher flow rate in the centre inlet duct. Furthermore, the two ducts leading to the
two end inlet valves are in contact with the cylinder barrel, causing the flow to heat up
as it flows towards the valve inlets. The higher temperature of the air causes the
density of the flow to reduces, further reducing the mass flow rate through the end
inlet valves. These are therefore design considerations that need to be taken into
account when designing a sleeve valve engine like this. To maximize air flow through
the valves, ensure that the inlet ducts are not heated by the cylinder barrel and try to
minimize the flow losses in the ducts. In this case it was difficult as this is a motorcycle
engine and packaging was a major design specification.
Figure 45: Mass Flows through Valves Calculated with Initial Model

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The following step in this project was to determine discharge coefficients that are
applicable to the available experimental engine. The discharge coefficients are
presented in WAVE as values plotted against valve lifts and pressure ratio across the
valves. Therefore, one final result that is of worth is presented in Figure 46. The figure
shows the pressure difference across the various valves. Assuming 1 bar pressure in
the cylinder chamber during the intake stroke and 1 bar pressure in the exhaust during
exhaust stroke, this provides a pressure ratio range for the inlet valves of 1 to 2 and for
the exhaust valves of 1 to 6.
Figure 46: Pressure Difference across the Valves
3.8 CONCLUSION
Two of the major aims of this project have been addressed in this chapter. Firstly, a
method was presented on how to determine the sleeve valve areas accurately from
detail sketches of the ports. This is very important as the detail knowledge of the valve

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areas is fundamental in simulating the engine. This method works well when the
engine has already been designed and needs to be analysed from sketches and
measurements. However, in the modern computer aided design (CAD) atmosphere
this method might be redundant as the design software will probably be able to
automatically calculate the valve areas. Nonetheless, working through this method
still provides a proper understanding of the sleeve movement during the engine cycle
and could aid in the design of new sleeve valve configurations.
Secondly, a set of sleeve valve discharge coefficients found in the open literature,
(Waldron, 1940), has been identified and put to practical use in an engine simulation
with satisfactory results. These discharge coefficients provide an excellent starting
point for similar sleeve valve analyses. It is however suggested that a more detailed
method of determining discharge coefficients should be undertaken when more
detailed simulations are done, especially when the sleeve and cylinder wall ports have
different profiles than that used in the (Waldron, 1940) experiments. The next step in
this project is therefore to determine discharge coefficients characteristic to the
experimental engine’s specific sleeve valves.

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4. VALVE DISCHARGE COEFFICIENTS WITH

COMPUTATIONAL FLUID DYNAMICS
In developing the initial WAVE model, it became clear that the air flow through the
valves is very influential in determining the performance of the engine. It is therefore
crucial that the discharge coefficients of the valves are determined correctly. For the
initial WAVE model the discharge coefficients provided by (Waldron, 1940) was used,
but those coefficients were determined on slightly different valve geometries than the
engine used in this study and hence it was decided to determine discharge coefficients
that is characteristic to this engine and its specific valve profiles.
The discharge coefficients could either be determined experimentally or

mathematically by the use of computational fluid dynamics (CFD). However, the use of
experimental results required the construction of an experimental setup and due to
the limited amount of time available for this project it proved to be a detrimental
constraint. It was decided to use CFD methods to determine the discharge coefficients
of the valves. This way the author could gain knowledge in the use of CFD simulations
and acquire a further skill in the use of CFD software.
The discharge coefficients are specified in WAVE as an external data file, and consists
of the discharge coefficients as a function of pressure ratio and valve lift. The valve lift
represents the area of the valve. This chapter describes the process undertaken to
determine these discharge coefficient profiles for the valves using CFD simulations.
4.1 MODEL GENERATION
The CFD simulates the fluid flow in a volume bounded by certain boundary conditions
with the volume being the space occupied by the fluid. This is done by dividing
(meshing) the volume into very small elements in order for the CFD software to solve
the continuity equations (continuity of mass, momentum and energy) for each small

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element bounded by adjacent elements. The first step in the CFD process is to
generate a model of the volume being studied and meshing the model for the CFD to
perform the calculations on. The following sections describe the process undertaken
to create the meshed models for this project.
4.1.1 Model Layout
A valve setup comprising of the cylinder bore, port in the cylinder wall and exhaust
duct for exhaust valves and inlet duct for inlet valves, was simplified for the CFD
analyses to an orifice type setup. This comprised of a large round duct representing
the cylinder, the detail valve geometry as determined in Section 3.2 and an inlet or
exhaust duct representing the inlet or exhaust pipe respectively. This layout is
presented in Figure 47.
A round duct with a diameter equal to that of the bore (85 mm) and a length equal to
that of the stroke (84.5 mm) of the engine was used to represent the cylinder volume.
A round duct with a diameter equal to that of the height of the intake channel (38 mm)
was used for the intake duct and equal to the diameter of the exhaust pipe (32 mm)
was used for the exhaust duct. In both these cases, the length of the duct was
selected to be 6 diameter lengths in order to ensure that fully developed flow has been
established inside the duct. This led to respective heights of 228 mm and 192 mm.
Valve Profile Volume

(2 mm thick)
D = 38 mm (Intake) /
D = 32 mm (Exhaust)
85 mm
Inlet for Intake Valves Inlet for Exhaust Valves

Outlet for Exhaust Valves Outlet for Intake Valves
6D = (228 mm Intake / 192 mm Exhaust) 84.5 mm
Figure 47: Layout of CFD Model

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4.1.2 Valve Geometry
The valve profile volume consists of the exact valve profile, at a certain pre-determined
crank angle, extruded to a thickness of 2 mm, representing the thickness of the sleeve.
This volume is then placed between the two ducts described in the preceding
paragraph (see Figure 47).
The exact profile is described by the points as determined in Section 3.2.2, but it was
necessary to establish at which different crank angles the simulations would be done.
Although suggested by (Waldron, 1940) that the coefficients remain similar for
different valve openings, it was deemed necessary to simulate the discharge
coefficient at different valve openings. The first simulations were done at
approximately maximum valve opening for all the valves. Simulations were then done
at a very small valve opening (approximately 1/32 of maximum opening) followed by
simulations at valve openings between these extremes.
At first it was believed that the biggest variation in coefficients occur at smaller valve
openings, hence the simulations were focused at valve openings smaller than half of
the maximum valve area. This proved not to be sufficient and simulations at 3/4 valve
opening was also necessary in order to fully describe the trends of the coefficients.
Figure 48 illustrates the locations of the valve profiles on the area/crank angle graph.
Valve profiles at the intersections of the solid black horizontal lines (also the two
vertical lines at maximum openings) and the graphs were used for the simulations.

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900
800
700
600
500
Area [mm^2]
400
300
200
100
0
0 100 200 300 400 500 600 700
-100
Cycle Angle [deg]
End Inlet 1 Valve Area [mm^2] Exhaust 1 Valve Area [mm^2] Exhaust 2 Valve Area [mm^2]
End Inlet 2 Valve Area [mm^2] Centre Inlet Valve Area [mm^2]
Figure 48: Indication of Valve Opening Profiles Simulated
Upon closer inspection, it should be noticed that only valve profiles on the opening
slope of the valves were simulated. This was because the WAVE software does not
distinguish between the opening and closing instances of the valves, assuming the
areas are the same in both cases. This is true for poppet valves, but not for sleeve
valves. For this study it was therefore decided to use only the opening profiles to
determine the discharge coefficients. This was assumed because the highest pressure
ratios across the valves occur when the valves opens initially. The mass flow rates will
be the highest in these cases of high pressure ratios and thus the discharge coefficient
will have the greatest influence. Further comments regarding this matter will be made
when the results of the CFD simulations are described at the end of this chapter.
4.1.3 Gambit Models
The setup as presented in Figure 47 was constructed in Gambit (CFD meshing

software) after which a mesh was generated for use in the Fluent CFD software
package. One of the most important factors of these simulations was that the exact

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valve profile was used. Constructing the exact profile in Gambit is a very labour
intensive and time consuming job, because the profile is described by many points as
determined in Section 3.2.2. In some cases more than 200 points describe the profile
and all these points have to be created in Gambit, then they need to be joined to form
lines and all the lines need to be joined to form a face. Fortunately, Gambit uses a
journal file to record all the actions taking place in a work session. These saved journal
files can be accessed to repeat a certain work session if need be, and subsequently it
was decided to create journal files with a text editor and just import the journal files to
create the model.
Since all the required points are known in the Excel workbook as described in
Section 3.2.2, a Macro was added to the workbook that creates journal files for all the
valves. The user then only needs to decide which valve area is needed, enter the crank
angle into the Excel file to obtain the required valve area and run the Macro which
produces a journal file for each valve, producing the valve profile as it will be at that
crank angle. The journal file is then run in Gambit where after only a few commands
are added and the mesh is ready for import into the Fluent software, the entire
process taking at most 5 minutes instead of hours of Gambit modelling. This was
especially helpful since this study included 27 different geometrical setups.
4.1.4 Meshing
The meshing of the volumes is a very important aspect of the CFD model. Care must
be taken when generating the mesh in order to produce accurate and representative
results. The author, however, is not a CFD expert and is not experienced in creating
meshes and therefore decided to use a standard automated meshing scheme, namely
the Cooper scheme. This automated scheme is available in the Gambit software.
Further, to determine the flow coefficient from the CFD simulations, only the mass
flow rate through the valve and the inlet density are needed, and the detail flow field
is of no concern. This allowed for a non-perfect mesh to be sufficient.

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The entire volume was meshed using the automated Cooper meshing scheme with
hex/wedge element type. For the inlet and outlet duct a spacing of 2 mm was used,
resulting in almost 70,000 elements for the duct representing the cylinder and about
30,000 elements for the duct representing the inlet or outlet duct. The valve volume
was meshed using a spacing representative of its size. For most of the meshes it was
0.5 mm, but for the very small area profiles the spacing was chosen as 0.2 mm. This
resulted in element numbers ranging from 5,000 to 20,000 elements for the valve
volume.
In all the cases the quality of the mesh was checked using the mesh examiner provided
by Gambit. As a guideline, the skewness of the elements should be as low as possible
on a 0 to 1 scale. It was decided to ensure that the skewness of all the elements
should be kept below 0.5. In almost all the cases (with the exception of the very small
valve area cases) all the elements had a skewwnes of less than 0.5. In the cases where
the skewness was greater than 0.5, it was less than half a percent of all the elements,
and the skewness remained below 0.7 for all the elements. It was assumed that less
than half a percent of all the elements is a small enough number of elements to
provide an acceptable mesh.
4.2 SIMULATION SPECIFICATIONS
The Gambit models were exported as mesh files to be used in the Fluent CFD software.
The important specifications used in the software are presented in the following
sections.
4.2.1 Solver Models
The geometrical models and meshes were created in 3-dimensional orientation and
therefore the 3-D version of the Fluent software was used. A segregated solver was
specified with the use of implicit mathematical formulation. Only steady state
solutions were considered and the gradient option was set as cell-based and not node-

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based. The energy equation was activated and the k-ε turbulence model was used
with the default model constants as prescribed by the software. Figure 49 illustrates
the input pages of the Fluent software for the solver and viscous models.
The SIMPLE algorithm was selected for the pressure-velocity coupling and the
discretization of the pressure set to second order. The discretization of the density,
momentum, turbulence kinetic energy, turbulence dissipation rate and the energy
were all set to second order upwind. The second order discretization leads to more
accurate results, albeit at a higher consumption of computing resources, resulting in
longer simulation times. The gain in accuracy however, justified the longer simulation
times. The under-relaxation factors were all left at their default values, however, in
some cases they had to be altered in order to avoid divergence of the solution. There
are no set values that were used, and the author experimented with different values
until satisfactory convergence was reached.
Figure 49: Solver and Viscous Model Input Pages of Fluent

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In all the simulations, air was used as working fluid. The default properties as given by
Fluent were used except the formulation of the density, which was specified as an
ideal gas instead of having a constant value. This was done because high pressure
values (up to 6 bar) were used in the simulations which significantly affect the value of
the density. Table 5 presents the values used for the material properties of air.
Table 5: Properties of Air for CFD Simulations
Property Value Unit

Density Ideal-gas kg/m³
Cp 1006.43 J/kg.K
Thermal Conductivity 0.0242 W/m.K
Viscosity 1.7894 x 10-5 kg/m.s
Molecular Weight 28.966 kg/kMol
4.2.2 Boundary Conditions
The boundary conditions define the simulation and establish flow inside the volume
being studied. These boundary conditions include wall specifications, inlet- and outlet
pressure.
The inside walls of the ducts and the valve profile were specified with a surface
roughness of 0.015 mm as found in (Shames, 1992). This is to simulate the pressure
drop through the ducts due to friction of the fluid against the non-smooth wall
surfaces. The value found in (Shames, 1992) is for drawn tubing and might be too
rough for the cylinder wall, but too smooth for the inlet and outlet ducts. This value
was therefore assumed to be a compromise between the two extremities.
The inlet- and outlet pressure boundary conditions are specified in Table 6. The table
presents the specified outlet pressure for the intake valve cases and the specified inlet
pressure for the exhaust valve cases. The inlet pressure of the intake valves and the

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outlet pressure of the exhaust valves were specified as 0 Pa. These are all gauge
pressure readings; resulting in a pressure setting of 100,000 Pa (the setting of the
initial conditions is 100,000 Pa). This will replicate an atmospheric intake pressure for
the intake valves and an atmospheric outlet pressure for the exhaust vales.
The negative pressure set for the outlet of the intake valves replicates the piston
movement creating a pressure lower than atmospheric pressure inside the cylinder
chamber. In contrast, the positive inlet pressure set for the exhaust valve cases
replicates the high pressure inside the combustion chamber after combustion took
place, blowing down to atmospheric pressure at the outlet. However, it should be
noted that the working fluid is air and not typical combustion residual gasses. The
temperature for all the cases is set at 300 K, which is a simplified assumption for the
exhaust cases.
Table 6: Boundary Pressure Settings for CFD Cases
Case Inlet Pressure [Pa] Outlet Pressure [Pa] Pressure Ratio

Intake Valve Case 1 0 -5,000 1.0526
Intake Valve Case 4 0 -50,000 2
Exhaust Valve Case 1 10,000 0 1.1
Exhaust Valve Case 2 50,000 0 1.5
Exhaust Valve Case 3 100,000 0 2
4.2.3 Convergence
The CFD software uses an implicit method to solve the simultaneous continuity
equations for all the elements. It uses initial values at the boundaries in order to

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calculate new values at the boundaries and then the differences between the initial
and the newly calculated values are the residuals. A simulation has not reached
convergence until these residual values are small enough and hence the results cannot
be trusted unless the residuals are sufficiently small. The various criteria’s suggested
for the different variables in this study is presented in Table 7. Simulations were
continued until the residuals reasonably steadied out at values satisfying the criteria’s
as specified in the table. In almost all the cases the specified criteria’s were met and it
was assumed that the results could be trusted.
Table 7: Convergence Criteria’s
Criteria Variable Convergence Value

Continuity 1 x 10-3
X-Velocity 1 x 10-3
Y-Velocity 1 x 10-3
Z-Velocity 1 x 10-3
Energy 1 x 10-6
k 1 x 10-3
ε (epsilon) 1 x 10-3
4.3 POST PROCESSING
The aim of the entire CFD exercise in this project was to determine the valve discharge
coefficients for use in the WAVE effective area valve model. Thus, to determine these
coefficients one must first examine the definition of the discharge coefficients for the
WAVE model. The discharge coefficient is defined by Equation (19) as found in the
WAVE user manual. The geometrical area, , is defined by the area of a poppet
valve skirt area, , with the lift of a poppet valve with diameter .
(19)

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The discharge coefficient can thus be calculated when the effective area, , is
known. To determine the effective area, the mass flow rate calculated with the CFD
simulations is used. The mass flow rate at any point through the orifice setup is given
by Equation (20).
(20)
Rewriting the equations leads to the effective area, Equation (21). The effective area is
actually the area of the vena contracta and therefore the isentropic velocity, , and
the density, , at the throat must be used.
(21)
It is very difficult to accurately determine the velocity and density at the vena
contracta from the CFD results. This is because the exact location of the vena
contracta is not known and it differs for different boundary conditions. The WAVE
user manual, however, provides equations to calculate the isentropic velocity and the
throat density. Further, considering that these would be the same equations that
WAVE uses to determine the mass flow rate from the discharge coefficient, it seems to
be the most accurate method to use these equations for determining the discharge
coefficients. These equations are presented in Equations (22) and (23).
(22)

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(23)
Prior to using these equations, however, the pressure ratio, , must be compared
with the critical pressure ratio given in Equation (24) as presented by (Shames, 1992).
If the pressure ratio exceeds the critical pressure ratio, the flow will choke (the flow
velocity reaches the speed of sound), preventing the mass flow to increase even if the
pressure ratio increases. Therefore, if the pressure ratio across the valve exceeds the
critical pressure ratio, the pressure ratio terms in Equations (22) and (23) must be
replaced with the critical pressure ratio (Equation (24)) so that the velocity (and
subsequent mass flow rate) will not be overestimated.
(24)
The equation presented by the WAVE manual for calculating the critical pressure ratio
is slightly different from the one given by (Shames, 1992) and produces an
unrealistically low pressure ratio as the critical pressure ratio. The pressure ratio
calculated with the equation given by (Shames, 1992) provides a much more realistic
critical pressure ratio, which results in a velocity very close to that of the widely know
value for the speed of sound for normal air (approximately 330 m/s). It was therefore
assumed that the equation in the WAVE manual might be a typing error and the
equation given by (Shames, 1992) was used.
Finally, the mass flow rate and inlet density calculated by the CFD software were the
only results used for the calculation of the discharge coefficients. These results were
used for all the different cases (varying pressure ratios for all different geometries, for

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all the valves) and the various discharge coefficients calculated. These coefficients are
presented in the following section.
4.4 RESULTS AND DISCUSSION
The resultant discharge coefficients are presented in this section together with the
flow coefficients presented by (Waldron, 1940) in order to make a comparison. For
the centre inlet valve, Figure 50, the coefficients compare very well. The profiles of the
coefficients are very similar and the magnitudes of the values are in the same range.
This is a good validation for the CFD results, and the advantage is that the CFD results
cover a wider range of different valve area openings. (Waldron, 1940) only considered
two different area opening, approximately full- and half valve openings, with both
yielding very similar results.
Centre Inlet Valve

1
0.95
0.9
0.85
0.8
0.75
0.7
1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2
Pressure Ratio
100 % Open 73 % Open 48 % Open 24 % Open 3 % Open Waldron Coefficients
Figure 50: Centre Inlet Valve Discharge Coefficients
The two end inlet valves, Figure 51 and Figure 52, produces results very similar to the
centre inlet valve. It also produces results showing similar profiles to that of the

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(Waldron, 1940) coefficients, but at higher magnitudes. This is due to the
simplification of the CFD geometry to a straight duct orifice setup, while in reality the
end inlet ducts are curved. The lower flow disturbance of the lower curvature results
in higher coefficients, while the experimental results of (Waldron, 1940) takes into
account the duct curvature and it is represented in his results being of lower
magnitude.
End Inlet Valve 1

1
0.95
0.9
0.85
0.8
0.75
0.7
0.65
0.6
1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2
Pressure Ratio
Figure 51: End Inlet Valve 1 Discharge Coefficients

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End Inlet Valve 2

1
0.95
0.9
0.85
0.8
0.75
0.7
0.65
0.6
1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2
Pressure Ratio
Figure 52: End Inlet Valve 2 Discharge Coefficients
However, consider the end inlet ducts for the different engines as presented in
Figure 53. On the left hand side, the (Waldron, 1940) engine can be seen with very
sharp edges on the intake port of the cylinder wall, whereas the experimental engine
on the right shows a smoothly curved path cut-out of the cylinder wall in order to
decrease flow curvature towards the end inlet valves. It was therefore assumed that
the higher discharge coefficients produced by the CFD results could be used due to the
costumed flow path of the experimental engine.
Figure 53: (Waldron, 1940) End Inlets (left) vs. Experimental Engine End Inlets (right)

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The results for the exhaust valves are illustrated in Figure 54 and Figure 55. Both
exhaust valves yielded very similar results and compared fairly well with the (Waldron,
1940) coefficients. As in the cases of the inlet valves, the profiles of the coefficient
curves compare very well, but in this case the magnitudes are slightly different, with
the (Waldron, 1940) coefficients having greater extremities. The flattening of the
curves at higher pressure ratios can be attributed to the critical pressure ratio being
reached and choked flow occurring in the valves.
Exhaust Valve 1
0.9
0.88
0.86
0.84
0.82
0.8
0.78
0.76
0.74
0.72
0.7
1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
Pressure Ratio
100 % Open 80 % Open 53 % Open 27 % Open 13 % Open 3 % Open Waldron Coefficients
Figure 54: Exhaust Valve 1 Discharge Coefficients

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Exhaust Valve 2
0.9
0.88
0.86
0.84
0.82
0.8
0.78
0.76
0.74
0.72
0.7
1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
Pressure Ratio
100 % Open 80 % Open 54 % Open 27 % Open 13 % Open 3 % Open Waldron Coefficients
Figure 55: Exhaust Valve 2 Discharge Coefficients
Finally, in Section 4.1.2 it was described that only valve profiles on the opening slope of
the area chart was used. From the results it was realized that the different profiles of
the different valves resulted in similar discharge coefficients and hence it was assumed
sufficient to only use the opening valve profiles and not the closing valve profiles to
acquire representative discharge coefficients. However, should sleeve valve
technology continue to be studied as a viable engine design option, it is suggested that
the developers of the WAVE software be requested to develop a sleeve valve model
which will incorporate both opening and closing discharge coefficients for the sake of
comprehensive simulations.
4.5 CONCLUSION
In conclusion it can be said that the aim of attaining discharge coefficients for specific
sleeve valve profiles has been addressed. CFD is a powerful tool that can be used to
minimize experimental costs and in this case it also yielded results which compared
very well to existing experimental results. The only discrepancy was in the case of the

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end inlet valves, where the experimental results included the extra flow resistance of
the bend in the duct. However, it is all a case of perspective, and the designer must be
careful when analysing the valve flow. If the flow losses were to be considered in the
adjacent duct elements, then using the CFD discharge coefficients will yield similar
results to the use of the experimental discharge coefficients which inherently account
for those losses.
Now that the specific discharge coefficients have been determined, it will be used in
the WAVE model in order to analyse and compare the results. This is done in
Chapter 6.

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5. EXPERIMENTAL FACILITY
The experimental 4-stroke sleeve valve engine supplied by Mahle Powertrain Ltd.,
Northampton UK, is presented in Figure 56. Various items were manufactured in order
to set the engine up for testing purposes. Ultimately the engine could not be brought
to an operational state before the end of the project as the project is fixed to the
academic year. This chapter describes the assembly of the test setup and the
subsequent lessons learned from the experience.
Figure 56: Experimental 4-Stroke Sleeve Valve Engine
5.1 ASSEMBLY OF TEST SETUP
After taking the engine apart and measuring the required dimensions, the engine was
reassembled and sealed for operational purposes. Engine mounting brackets and a
mounting base were manufactured and the engine was attached to these mountings.
The mounting brackets were attached to sliders channels on the mounting base to
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permit the engine placement to be adjusted left to right. Similarly, the mounting base
was attached to slider rails in the floor which permitted the engine placement to be
adjusted closer or further from the dynamometer.
An oil tank was also manufactured and attached onto one of the engine mounting
brackets. The next step was to link the engine to the dynamometer as the
dynamometer would be used to start the engine and measure the engine torque
produced when running.
5.1.1 Belt Driven
A previous project made use of a 2-stroke sleeve valve engine, which was connected to
the dynamometer with a pulley and belt system and it was thought to use the same
system components to connect the 4-stroke sleeve valve engine.
In order to connect the 4-stroke sleeve valve engine to the dynamometer using the
pulley and belt system, a number of components were manufactured. Firstly, a
connector was manufactured which bolted onto the end of the crank shaft and
contained a square stub end where the pulley was fastened onto. At the end of the
pulley, an aluminium disc was attached with a steel bolt on the outer rim which acted
as pickup for the electronic ignition system.
A plate was manufactured which attached to the base mounting and served as
attachment for the ignition system and timing sensor. Covering plates were also
added around all the rotating parts which served safety purposes. Figure 57 illustrates
the layout at the end of the engine crank shaft, displaying the components mentioned
above, excluding the covering plates.
This setup created many challenges and difficulties. Very precise adjustment was
needed fastening all the components to the end of the crank shaft to eliminate any
unbalanced forces. Careful alignment was also required in order to align the pulleys on
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the engine and dynamometer respectively. Thereafter the engine was motored by the
dynamometer, but the belt jumped on the pulleys. Tightening the tension in the belt
caused the belt to break. Although an extra belt was available, it was realised that the
alignment and jumping problems justified a change in connecting the engine to the
dynamometer. Over tightening of the belt could also lead to excessive forces exerted
on the crank shaft bearing, possibly causing it to fail.
Connector
Pulley &
Belt
Aluminium End
Disc & Bolt
Timing Sensor
Ignition
System Plate
Ignition System
Figure 57: Engine Belt and Pulley Layout
5.1.2 Direct Coupling
It was subsequently decided to use a direct coupling by means of a constant velocity

(CV) joint. This setup solved both the problem of alignment and the jumping belt and
should not apply unwanted forces on the crank bearings.
An available CV joint was used and fixed to the dynamometer. The connector used for
the belt setup was adjusted to fit to the joint and holes were machined into the
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connector in order for shear pins to be used to protect the engine from excessive force
transmission which could damage the engine. The ignition system plate was moved
and a new cover plate was constructed which also housed the ignition timing sensor.
The new layout however, required the engine to be lifted in order for the crank shaft
to be at the same height as the shaft of the dynamometer. Two steel columns were
constructed which fitted in between the mounting base and the engine mounting
brackets. The new setup is presented in Figure 58 and Figure 59.
Dynamometer
Timing Sensor
New Cover Plate with

CVJoint underneath
Ignition Coil
Ignition System
Figure 58: Engine CV Joint Layout
Using this setup, the engine was brought up to about 2400 rpm with the
dynamometer. The carburettor was connected to a tank with unleaded fuel and the
ignition system switched on. The engine fired, but it was uncertain whether the engine
was running on its own or being driven by the dynamometer and just firing randomly.

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It is therefore suggested that a type of clutch should be connected between the
dynamometer and the engine in order to let the engine run free.
Oil Tank
Engine
Mounting
Brackets
Mounting Base
Steel Columns
Figure 59: Engine Mountings
This was the point where it was realised that there was not sufficient time to get the
engine running and complete this report. Before the engine could be started again,
the laboratory exhaust system would have to be fixed as there is some sort of a
blockage and the carburettor settings would have to be inspected.
5.2 CONCLUSION
The aim of the experimental setup was to acquire pressure, temperature and engine
output reading and to use these values to calibrate the WAVE model of the engine.
Variables such as heat transfer coefficients, ambient temperature and pressure,
surface temperatures of thepiston, cylinder wall and head, ignition timing and friction
factors can be calibrated using the experimental data. However, the lack of
experimental data prohibited the calibration of the engine model.

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Nonetheless, a great deal was learned through the experience of attempting to acquire
experimental results. Should work on this engine be continued, it is suggested that the
direct coupling that presently set up between the engine and dynamometer be
improved by adding a clutch between the two machines. This will ease the starting of
the engine.

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6. FINAL WAVE MODEL
Due to the lack of experimental results, this study concludes with the update of the
initial engine model to include the CFD derived valve discharge coefficients. The
results generated with the new model will be compared to the results of the initial
model and subsequent conclusions will be made.
Furthermore, a model was set up with poppet valves instead of sleeve valves in order
to see if the sleeve valves boast any performance advantages in this engine. Exactly
the same model was used as the sleeve valve model, except the valve definitions.
6.1 CHANGES FROM INITIAL MODEL
The only changes made to the initial model was to replace the valve discharge
coefficients taken from (Waldron, 1940) with the values obtained by means of CFD
analyses as described in Chapter 4. This resulted in the discharge coefficient input
pages as presented in Figure 60 for one of the inlet valves and Figure 61 for one of the
exhaust valves.
Figure 60: Updated Discharge Coefficient Input Page for Inlet Valve

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Figure 61: Updated Discharge Coefficient Input Page for Exhaust Valve
The rest of the model was left unchanged and this provided an excellent opportunity
to evaluate the influence of the discharge coefficient on the final results of the
simulation. These results will be discussed at the end of this chapter.
6.2 EQUIVALENT POPPET VALVE MODEL
As a comparison between sleeve and poppet valve engines, a model of a similarly sized
engine was set up which consist of poppet valves instead of sleeve valves. This was
done purely to see if there are any performance advantages in using sleeve valve
engines. The same engine model as the sleeve valve engine was used, with only the
valve models being changed to represent poppet valves. It is true that a similar sized
poppet valve engine would have different geometries, especially intake and exhaust
systems, but the same model was used in order to only distinguish the differences
caused by the different valves.
The first thing was to determine the size of the valves. A similar valve configuration,
three inlet and two exhaust valves, was used. The constraint here is that the valves
should fit into the cylinder head, limiting the sizes of the valves. It was decided to use
a graphical method to determine the maximum valve sizes. It was assumed that the

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cylinder head is flat, resulting in a final valve configuration as presented in Figure 62.
The blue circles representing the inlet valves and the smaller red circles representing
the exhaust valves.
Figure 62: Valve Configuration for Poppet Valve Model
This layout was achieved with 30.5 mm inlet valves and 27 mm exhaust valves. The
respective valve lifts were calculated by assuming that the maximum skirt area
is equal to the valve area . This resulted in an inlet valve lift of roughly
7.7 mm and an exhaust valve lift of roughly 6.8 mm.
The valve movement for the inlet and exhaust valves were specified with the
predetermined “fast” polynomial as hardcoded in the WAVE software. The open
duration and crank timing input variables were specified so that the valves open and
close at exactly the same crank angles as with the sleeve valves. The open duration

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and crank timing for the inlet valves were 333° and 465.5° respectively, resulting in an
inlet valve opening at 299° crank angle and inlet valve close at 632° crank angle. To
achieve an exhaust valve opening at 91° and closing at 400° the open duration for the
exhaust valves was specified as 309° and the crank timing as 245.5°.
The model was solved and the results compared to the results of the updated sleeve
valve engine model to analyse the performance differences.
6.3 RESULTS AND DISCUSSION
The results of the model specified with CFD derived discharged coefficients and the
model specified with poppet valves were studied and some conclusions drawn.
6.3.1 Initial Model vs. Updated Model
The results for the updated sleeve valve model are very similar than the results of the
initial model. The brake power and torque curves (see Figure 63) have similar profiles
and very similar values with a power output of the updated model of 23.23 kW at 6500
rpm and torque of 35.17 Nm at 6000 rpm. It is 0.16 kW and 0.23 Nm more than the
initial model.
Figure 63: Brake Power and Torque Calculated with Updated Model

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In the same way, all the results compare similarly for these two models. There is
however differences when examining the effective areas of the valves and the mass
flow rate through the valves.
Figure 64: Effective Valve Areas – Updated Model Left & Initial Model Right
The effective area plots, Figure 64, illustrates the effect of the higher discharge
coefficients for the end inlet valves of the updated model (left), compared to the lower
effective areas of these valves in the initial model (right). The difference in effective
areas leads to the different mass flow rate plots as presented in Figure 65. Notice the
smaller difference between the profiles in the range of 360° and 540° on the updated
model plot (left).
Figure 65: Valve Mass Flow Rates – Updated Model Left & Initial Model Right

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When considering the mass flow rate of all the inlet valves combined, however, a very
similar value is obtained. This can be observed in the mass flow rates calculated
through the carburettor element. For the initial model it is 0.02933 kg/s and for the
updated model it is 0.02949 kg/s. Further, it can be shown that the power produced
by the engine is a function of the engine speed, air-fuel-ratio, fuel heating value, fuel
conversion efficiency and the air mass flow rate. Considering that for the two different
engine models, all these variables are equal except the mass flow rate, it is clear that
the performances are very similar because the air mass flow rate values are very
similar.
6.3.2 Sleeve Valve Model vs. Poppet Valve Model
The comparison of these results was done using the sleeve valve model with discharge
coefficients derived from the CFD analyses. The results of the poppet valve engine are
very similar to the sleeve valve engine model results. Figure 66 illustrates a very
similar performance profiles. The brake power and torque calculated for the poppet
valve model are 22.83 kW at 6500 rpm and 34.63 Nm at 6000 rpm respectively. It is
only 0.4 kW and 0.54 Nm less than the sleeve valve model.
Figure 66: Brake Power and Torque Calculated with Poppet Valve Model
The only difference between these two models is the definition of the valves.
Different valve areas are specified and different discharge coefficients are specified for

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the two models. Therefore it is logical to also compare the effective valve areas and
mass flow rates through the valves. Figure 67 illustrates the much higher effective
valve areas of the sleeve valve model (right), with a maximum of just more than
600 mm² compared to the maximum for the poppet valve model of just more than
400 mm². This difference can be contributed to more area available for valves ports in
the case of the sleeve valve engine and the higher discharge coefficients of the sleeve
valves due to less flow obstruction.
Figure 67: Valve Effective Areas – Sleeve Valve Model Left & Poppet Valve Model Right
The respective effective valve areas results in the mass flow rates as presented in
Figure 68. Although the peaks of the poppet valve model (left) are lower than the
peaks of the sleeve valve model, the mass flow rates through the carburettor element
presents similar flow rates, 0.02947 kg/s compared to 0.02949 kg/s.
Figure 68: Valve Mass Flow Rates – Sleeve Valve Model Left & Poppet Valve Model Right

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As explained in Section 6.3.1, the similar air mass flow rates into the engine results in
very similar performance figures. The question now arises, can any of the so called
performance benefits of the sleeve valve engine be seen with simulations or not. To
answer this question for these specific simulations, higher engine speeds will have to
be considered. At the engine speeds considered up to now, the required mass flow
rate induced by the piston movement could be delivered by the valves, sleeve and
poppet valves, because sonic conditions has not been reached yet. In all the cases, the
effective areas of the valves were sufficient to avoid choked flow. However, when
increasing the engine speed, the mass flow rate demand will also increase,
subsequently increasing the velocity of the flow through the valves (see Equation (20)).
As seen in Figure 67, the effective areas of the sleeve valves are greater than that of
the poppet valves, and therefore it is believed that the flow through the poppet valves
will choke prior to the flow through the sleeve valves when increasing the engine
speed. To test this, the two models compared here was analysed again, this time at up
to higher engine speeds, to see if the poppet valve performance succumb to that of
the sleeve valve model at higher engine speeds as predicted.
Figure 69 illustrates the brake power results of these extended simulations. As

predicted, the power of the poppet valve model is lower than that of the sleeve valve
model at higher engine speeds due to the smaller effective area of the valves causing
choked flow at lower mass flow rates. At 7500 rpm the sleeve valve engine reaches
maximum brake power. At this engine speed the mass flow rates through the
carburettor elements are 0.03306 kg/s and 0.03229 kg/s for the sleeve valve and
poppet valve models respectively. Although it is not a big difference, it amounts to
roughly a 3% difference which is observed in the respective brake power figures of
24.12 kW against 22.72 kW. This difference increases with increasing engine speeds as
observed in the figure.

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Figure 69: Brake Power of Sleeve and Poppet Valve Models
6.4 CONCLUSION
Although the different discharge coefficients used for the sleeve valve model did not
make a significant difference in the engine performance, it did make an observable
difference in the effective valve areas of the different valves. Subsequently comparing
the sleeve valve model to the poppet valve model lead to the realisation that when the
mass flow rates through the engine increases, the flow has the possibility to choke if
the effective valve areas are not sufficiently large. Therefore, the effective valve areas
becomes of high importance and hence the discharge coefficients and true valve areas
becomes of high importance.
This study has focussed largely on determining the true valve area of the arbitrary
shaped sleeve valves as well as the discharge coefficients of these valves. While it was
shown that the exact determination of these variables did not make a substantial
difference in simulating the performance of the experimental engine, it will be of high

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importance in either high speed sleeve valve engine or downsized sleeve valve engines
where correctly simulating choked flow through the valves will be of very high
importance. This is due to the possibility of choked flow in the high mass flow rate
high speed engines and small valve area in downsized engines. The small valve areas
in the downsized engines will result in higher flow velocities through the valves,
leading to choked flow and the necessity to accurately predict the choked condition.
The methods of determining the true valve areas and discharge coefficients presented
in this report can therefore serve a great purpose if sleeve valve engine technology is
to be re-evaluated.

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7. FINAL CONCLUSION AND FURTHER WORK
7.1 CONCLUSION
The use of sleeve valves in engine design pose advantages in the form of enhanced
breathing capabilities and possibly larger valve areas when downsizing the piston bore.
All this leads to possible higher performance outputs especially in downsized engines.
Subsequently, the present interest in downsizing due to emission regulations therefore
justifies the consideration and analyses of sleeve valve engines. However, the lack of
sleeve valve engine development in the computer era necessitates the need for sleeve
valve models when sleeve valve analyses are done using computer simulations.
It was initially believed that accurate sleeve valve areas and discharge coefficients are
needed in order to accurately simulate sleeve valve engine performance. This belief
was proved valid in the comparison of the sleeve valve engine model and the similar
poppet valve engine model. It was realised that very accurate valve models are
needed for high speed applications where choked flow through the valves occur. This
occurs when engines operate at very high engine speeds, and can also occur in
downsized engines where minimal space is available for valves and the consequent
small valve areas tend to produce high flow velocities leading to choked flow. It is
subsequently important to accurately predict the onset of choked flow to determine
the maximum mass flow rate which in turn determines the engine performance.
In order to obtain accurate sleeve valve models the valve areas must be determined as
a function of the engine crank angle as well as the valve discharge coefficients. This is
challenging as very random valve profiles occur. This study presents a mathematical
method to determine the sleeve valve areas accurately from engine drawings and
practical measurements from the engine. However, in the modern CAD environment
this method might be redundant as the design software will probably be able to
automatically calculate the valve areas. Nonetheless, working through this method

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still provides a proper understanding of the sleeve movement during the engine cycle
and could aid in the design of new sleeve valve configurations.
Extensive work was also done on determining the valve discharge coefficients.
Experimental coefficients were found in the open literature and employed in an initial
WAVE model. These coefficients provided very sufficient results and it is suggested
that these coefficients could be used in an initial model especially during analyses in a
conceptual design phase.
When more detailed engine analyses are done, for instance in a detail design phase, it
is however suggested that the designer determine discharge coefficients characteristic
to the specific sleeve valve profiles being design or analysed. As was done in this
report, CFD simulations could be used to determine these coefficients. It was shown
how CFD was used to obtain discharge coefficients for the respective valves of the
experimental engine. The resultant CFD coefficients compared very well with the
experimental coefficients found in the open literature, but were more detailed
especially for different valve openings.
The sleeve valve models described in this study could therefore be used to accurately
simulate the performance of a sleeve valve engine. It was done using standard
software that does not even provide the use of sleeve valve models. These models will
be sufficient for analysing sleeve valve engine performance.
7.2 RECOMMENDATIONS FOR FURTHER W ORK
As with any project there is always more work that could be done on this project. A
first and obvious extension of this project would be to acquire experimental sleeve
valve engine results and to calibrate the engine model presented in this report.
Chapter 5, which describes the experimental setup, could provide an excellent starting
point should this task is undertaken.

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A second recommendation for further work would be to redo the CFD analyses of the
discharge coefficients. In this study the detail geometry of the valve openings were
considered, but the surrounding element geometries were simplified to a simple
orifice type setup. Therefore it is suggested that the CFD analyses be updated with the
detail geometries of these adjacent elements as well. Although it is believed that the
current CFD results are a very good representation of the coefficients (as it compares
well with the experimental results) it is suggested that for more detail analyses of the
sleeve valve engine, the CFD models be updated. It is also suggested that the CFD
simulations for the exhaust valves be updated with a temperature boundary condition
representing the high temperature exhaust gasses, instead of the simplified 300K
simulations done in this study.
There are certainly always improvements that could also be done to the projects, for
instance including the sleeve material in the heat transfer coefficient of the cylinder
liner, but it is believed that the above mentioned issues are that major issues that
needs to be addressed before more conclusions can be drawn after which more work
could be identified.

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8. REFERENCES
Anton, H. (1995). Calculus (5th ed.). New York: John Wiley & Sons, Inc.
Bosch. (2004). Automotive Handbook (6th ed.). London: Professional Engineering
Publishing.
Chabert, L. (2007). Developing the Direct Injection on a 4 Stroke Sleeve Valve Engine.
School of Engineering. Cranfield, UK: Cranfield University.
Cole, A. (2006). Lecture Notes, Powertrain. UK: Cranfield University, School of
Engineering.
Dardalis, D. (2004). Rotating Liner Engine A New Approach to Reduce Engine Friction
and Increase Fuel Economy in Heavy Duty Engines. Austin, Texas: RLE Technologies, Inc.
Farrugia, M. (2004). FSAE: Engine Simulation with WAVE. Oakland: Oakland University.
Franco Sumariva, J. A. (2007). CFD Study of a 4 Stroke Sleeve Valve Engine. School of
Engineering. Cranfield, UK: Cranfield University.
Greenhalgh, D. (2006). Lecture Notes, Powertrain. UK: Cranfield University, School of
Engineering.
Hendrickson, S. P. (1999). A Miniature Powerplant for Very Small, Very Long Range
Autonomous Aircraft. Bingen WA, USA: The Insitu Group.
Incropera, F. P., & De Witt, D. P. (1996). Fundamentals of Heat and Mass Transfer (4th
ed.). New York: John Wiley & Sons, Inc.
Lowi, A. J. (2003). Designing a Miniature Engine for Large-Engine Performance. SAE .
Lumley, J. L. (2001). Early Work on Fluid Mechanics in the IC Engine. Annu. Rev. Fluid
Mech. , 33, 319-338.
Ricardo and Company. (1947). Investigation of Induction Swirl on Single-Cylinder
Sleeve-Valve Engines. HMSO.
Ricardo, H. R. (1931). The High-Speed Internal-Combustion Engine. London: Blackie &
Son Limited.
Rousseau, P. G. (2002). Advanced Thermal-FLuid Systems Course Notes.
Potchefstroom, South Africa: Potchefstroom University for Christian Higher Education.
Shames, I. H. (1992). Mechanics of Fluids (3rd ed.). Singapore: McGraw-Hill.

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Vasudevan, N. (2007). A Study of Coating Technologies for Minimal Lubrication
Operation for Sleeve Valve Engine. School of Engineering. Cranfield, UK: Cranfield
University.
Waldron, C. D. (1940). Flow Coefficients of Monosleeve Valves. National Advisory
Committee for Aeronautics , Report No 717, 227-239.
Wells, J. (n.d.). The 120 HP Argyll. Retrieved May 9, 2007, from
www.enginehistory.org/pioneering_sleeve_valve.htm
Yagi, S., Ishizuya, A., & Fujii, I. (1970). Research and Development of High-Speed, High-
Performance, Small Displacement Honda Engines. Honda R&D Co., Ltd. SAE Report No.
700122.

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Cranfield University

Academic Year 2006-2007

Modelling of a 4-Stroke Sleeve Valve

Supervisor: Professor Douglas Greenhalgh

In the highly competitive automotive industry where ever increasing demand on

The study subsequently developed a method of determining the valve areas as a

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Abstract ....................................................................................................................... iii

Table of Contents .......................................................................................................... v

List of Figures .............................................................................................................. vii

2. Literature Review .................................................................................................. 4

3. Initial WAVE Model ............................................................................................. 23

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

3.6 Exhaust Flow Path ......................................................................................... 57

4. Valve Discharge Coefficients with Computational Fluid Dynamics ....................... 67

5. Experimental Facility ........................................................................................... 85

6. Final WAVE Model ............................................................................................... 91

7. Final Conclusion and Further Work.................................................................... 101

8. References ........................................................................................................ 104

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 1: VSC Core Engine (Hendrickson, 1999) ........................................................... 6

Figure 30: WAVE Layout of Intake Flow Path ............................................................. 38

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 58: Engine CV Joint Layout .............................................................................. 88

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Piston vertical position

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

2.1 ENGINE DOWNSIZING

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 1: VSC Core Engine (Hendrickson, 1999)

Turbocharging a downsized engine may lead to impractically small turbomachinery.

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

2.2.1 Brief History of Sleeve Valve Engines

2.2.2 Sleeve Valve Operation

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 2: Sleeve Valve Motion

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 3: Various Sleeve Port Arrangements (Ricardo, 1931)

Figure 4: Maximum Available Valve Areas (Ricardo, 1931)

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 5: Cylinder “Junk” Head (Dardalis, 2004)

2.2.3 Advantages of Sleeve Valves

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

2.2.4 Disadvantages of Sleeve Valves

2.3 ENGINE MODELLING

“Design refers to a situation where the characteristics of a system must be specified so

2.3.1 Sleeve Valve Flow Coefficients

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 7: Shape of Sleeve Valve Openings (Waldron, 1940)

Figure 8: Cylinder of Waldron Experimental Engine (Waldron, 1940)

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 9: Flow Coefficients for Centre Inlet Valve (Waldron, 1940)

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Modelling of a 4-Stroke Sleeve Valve Engine August 2007

Figure 13: Flow Coefficient for Exhaust Valves (Waldron, 1940)