DESIGN AND SIMULATION OF VALVELESS PULSEJET ENGINE

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DESIGN AND SIMULATION OF VALVELESS PULSEJET ENGINE

Dr. T. AHILAN1 & C. SELVAMANI2

1Professor, Department of Mechanical Engineering, St. Joseph College of Engineering, Anna University,

Chennai, Tamil Nadu, India

2Assistant Professor, Department of Mechanical Engineering, St. Joseph College of Engineering,

Anna University, Chennai, Tamil Nadu, India

ABSTRACT

Pulsejet engine is a suitable engine for MAV applications with minimum effort and versatility. Hot gases in the pulsejet

engine, flimsy stream help to a great degree of testing by scaling, demonstrating and investigation. The outline of

Valveless pulsejet engine depends upon the bay which combines air blended with fuel and dynamic outlet of hot gas

provides throbbing burning, which is employed for push creation. This investigative work concentrates on the plan and

examination of valveless pulsejet motor. In order to examine the stream marvels and its working attributes in a valveless

pulsejet motor, the planning is completed utilizing CREO PARAMETRIC 2.0 and the examination is done utilizing

ANSYS-Fluent programming bundle. The ideal range for burning chamber breadth is 70𝑚𝑚 to 90𝑚𝑚. Pulsejet with 80

𝑚𝑚 ignition chamber distance across produces higher push than 70𝑚𝑚 and 90𝑚𝑚 pulsejet motors.

KEYWORDS: Pulsejet, ANSYS & CREO

Received: Mar 06, 2020; Accepted: Mar 26, 2020; Published: Apr 22, 2020; Paper Id.: IJMPERDJUN20204

1. INTRODUCTION

A heartbeat fly motor (or pulsejet) is a kind of fly motor in which burning happens in beats. It is an insecure

impetus gadget that creates irregular push. Pulsejet motors can be made with few or no moving parts and are

equipped for running statically. Heartbeat fly motors are a lightweight type of stream impetus, yet ordinarily have a

poor pressure proportion, and subsequently give a low particular motivation. Pulsejet is in a perfect world suited for

MAV applications on account of its ease and straightforwardness. The plan of valveless pulsejet depends on the

throbbing ignition provided with delta of outside air blended with fuel and dynamic outlet of hot gas for push

creation. A pulsejet motor is an air-breathing response motor utilizing a progressing succession of discrete ignition

occasions instead of a steady level of burning. This simply recognizes it from other response motor sorts such as

rockets, turbojets and ramjets, which are for the most part consistent ignition gadgets. All other response motors are

driven by keeping up high inner weight; pulsejets are driven by a variation amongst high and low weight. This

variation isn't kept up by any mechanical creation, yet rather by the characteristic acoustic reverberation of the

unbending tubular motor structure. The valveless pulsejet, mechanically, the most straightforward type of pulsejet,

and is in reality the most straightforward known air-breathing drive gadget can work "statically", i.e. without

forward movement.

2. RELATED WORK

Pulsejets work on a thermodynamic cycle near the Humphrey cycle. The Humphrey cycle begins with isentropic

Orig

ina

l Article

nternational Journal of Mechanical and Production

Engineering Research and Development (IJMPERD)

ISSN (P): 2249–6890; ISSN (E): 2249–8001

Vol. 10, Issue 3, Jun 2020, 33–46

© TJPRC Pvt. Ltd.

34 Dr. T. Ahilan & C. Selvamani

Impact Factor (JCC): 8.8746 SCOPUS Indexed Journal NAAS Rating: 3.11

pressure that is taken care by isochoric warm expansion. The working liquid is then permitted to isentropically grow, and it

is through this development procedure, impetus is achieved. To close the cycle, the working liquid at that point experiences

an isobaric warm dismissal process. The contrast between the working cycle of the pulsejet and the Humphrey cycle is the

warmth expansion process. It isn't precisely isochoric nor is it precisely isobaric (as in the Brayton, or fly motor, cycles); it

lies some place in the middle. Daniel has done a research and fixed show of a pulsejet-driven, ejector based; weight pick

up ignition framework was displayed. It was demonstrated that at temperature proportions practically identical to those of

present day gas turbine combustors, weight Proportions, close to 1.035 were received. These weight proportions, in

examination to those of regular combustors, may give a 2 to 3.5 percent decrease in particular fuel utilization when utilized

as a part of a gas turbine motor. It was moreover demonstrated that the subsequent insecurity levels, when measured as far

as rms weight vacillations, were just around 4.5 percent of the mean aggregate weight.

Such levels are close as far as possible regarding lessening downstream turbine execution. At last, it was

demonstrated that the idea may yield a low emanations combustor by influencing a down to earth, low misfortune, Rich

burn/ Extinguish/Lean-consume arrangement.

3. DESIGN OF PULSEJET ENGINE

A general approach for the plan of improved pulsejet geometry is still not accessible, despite the fact that it was under

research since 1900's. From accessible written works, these counts were finished. The delta is a round tube that fills in as

the fundamental strategy for breathing in new air into the framework on each cycle. It is for the most part the briefest

segment of the pulsejet and, in this way, likewise has the littlest cross sectional region. After the bay, there can either be

valves, which consistently limit mass from streaming back through the gulf, or the fly can work without valves in which

there is no restrictor. Next, the gulf leads into the burning chamber. The burning chamber for the most part has the biggest

cross sectional territory and fills in as a kind of stagnation zone for the outside air to blend with infused fuel for burning.

The gulf with the burning chamber can be thought of as a Helmholtz resonator. The burning chamber at that point leads

into the fumes pipe, which can be thought of as a basic wave tube. The fumes pipe, for the most part any longer than the

bay and in this manner has a somewhat greater cross sectional territory, not to surpass that of the burning chamber. This

fumes pipe can likewise have a flare on the end to help with vortex age and course. From Ogorelec B., Valveless Pulsejet

Engines and C.E. Tharratt's formulae, this valveless Pulse fly motor's measurements were figured.

4. DESIGN CALCULATIONS

The design calculations are mainly based on the combustion chamber diameter:

Mean diameter of Engine (combustion chamber) =80 𝑚𝑚

10L

D

is required for sustaining combustion with chemical fuels.

Total length of pulsejet engine=16.77D=1341.6 𝑚𝑚

Inlet diameter=0.47D = 37.6 �𝑚

Length of Inlet=1.83D = 146.41 𝑚𝑚

Design and Simulation of Valveless Pulsejet Engine 35


Throat diameter=0.385D = 30.8 𝑚𝑚

Exhaust pipe exit area=5.2×Throat area=5.2×(3.14×15.42) =3872.35 𝑚𝑚2

Diameter of exhaust pipe = 0.8775D=35 𝑚𝑚

Area of fuel inlet=3.14×3.72 = 43 𝑚𝑚2

Figure 4.1: 2-D Annotation for 70mm Pulsejet Engine.



This valveless pulsejet was demonstrated in business accessible CREO parametric v2.0 programming. And

afterward, the outline was traded to ANSYS 15- Familiar module programming in '.stp' design. The CREO Models are

appeared underneath.



Figure 4.4: CREO models of Pulsejet engine.

Table 4.1: Mesh details for 70mm Pulsejet Engine

No of nodes 921565

No of elements 256986

Working fluids Air& Propane gas


No of nodes 1233145




No of nodes 1496985





Table 4.4: Fuel Inlet Boundary Conditions for Valveless Pulsejet

Boundary – Fuel Inlet

Type INLET

Settings

Component 𝐶3𝐻8

Mass Fraction 1.0

Option Mass Fraction

Component 𝐶𝑂2

Mass Fraction 0

Component 𝐻2𝑂

Mass Fraction 0

Component 𝑂2

Mass Fraction 0

Flow Regime Subsonic

Heat Transfer Static Temperature

Static Temperature 300 [K]

Mass And Momentum Normal Speed

Thermal Radiation Local Temperature

Turbulence Medium Intensity and Eddy Viscosity

Ratio

Table 4.5: Opening Boundary Conditions for Valveless Pulsejet

Boundary – (Air Inlet & Exhaust pipe)

Type OPENING

Settings

Component 𝐶3𝐻8

Mass Fraction 0

Component 𝐶𝑂2

Mass Fraction 0

Component 𝐻2𝑂

Mass Fraction 0

Component 𝑂2

Mass Fraction 0.21906

Flow Direction Normal to Boundary Condition

Flow Regime Subsonic

Heat Transfer Static Temperature

Static Temperature 300 [K]

Mass And Momentum Opening Pressure and Direction

Relative Pressure 1.0 [atm]

Thermal Radiation Local Temperature

Turbulence Medium Intensity and Eddy Viscosity

Ratio

Table 4.6: Wall Boundary Conditions for Valveless Pulsejet

Boundary –Walls of Pulsejet

Type WALL

Settings

Heat Transfer Adiabatic

Mass And Momentum No Slip Wall

Thermal Radiation Opaque

Diffuse Fraction 1

Emissivity 1

Wall Roughness Smooth Wall



Table 4.7: Air inlet velocity for various diameters (𝑣𝑎)

Diameter of Combustion Chamber

(𝑚𝑚) 𝑣𝑓 (𝑚/𝑠) 𝑣𝑎 (𝑚/𝑠)

70 20 24.6

80 20 20

90 20 14.8

5. ANALYSIS RESULTS

Figure 5.1: Density distribution for 70mm Pulsejet.

Figure 5.2: Density Distribution Graph for 70mm Pulsejet.



Figure 5.3: Pressure Distribution for 70mm Pulsejet.

Figure 5.4: Temperature Distribution for 70mm Pulsejet.

Figure 5.5: Velocity distribution for 70mm Pulsejet.



Figure 5.6: Velocity distribution graph for 70mm Pulsejet.

Figure 5.7: Density Distribution for 80mm Pulsejet.

Figure 5.8: Density distribution graph for 80mm Pulsejet.



Figure 5.9: Pressure distribution for 80mm Pulsejet.

Figure 5.10: Temperature distribution for 80mm Pulsejet.





Figure 5.13: Density distribution for 90mm Pulsejet.

Figure 5.14: Density distribution graph for 90mm Pulsejet.



Figure 5.15: Pressure distribution for 90mm Pulsejet.

Figure 5.16: Temperature distribution for 90mm Pulsejet.





Table 5.1: Thrust for various diameters

Diameter of Combustion Chamber

(𝑚𝑚)

Thrust

(𝑁)

70 3.10

80 39.97

90 8.26

6. CONCLUSIONS

The Valveless pulsejet engine is analyzed with different parameter such as Fuel Inlet, opening and wall boundary

conditions for Valveless pulsejet engine. Mesh details, Air inlet velocity, density, temperature and pressure distribution are

also analyzed for 70 mm, 80 mm and 90 mm pulsejet engine. Table 5.1 reveal that 80 mm diameter combustion chamber

have better thrust of 39.97 N when compared with 70 mm and 90 mm combustion chambers. For 80mm, we get the most

extreme thrust, as a result of ideal mass stream rate and burning chamber estimate. Subsequently, it is finished up that the

ideal incentive for burning chamber distance across is 80mm which is demonstrated with the assistance of recreation by

utilizing ANSYS R15.0.

REFERENCES

1. Valveless Pulsejet Engines, Ogorelec B., com/valveless/ (2002)

2. Computational Investigation of High Speed Pulsejets by Fei Zheng, Faculty of North Carolina State University

3. Experimental and numerical investigation of an 8-cm valveless pulsejet, April 2006. T. Geng, F. Zheng, A.P. Kiker, A.V.

Kuznetsov and W.L. Roberts

4. High Speed shadowgraph visualization of the unsteady flow phenomena in a valveless pulse jet engine. C Rajashekar, M

Janaki rami Reddy, H.S. Raghukumar, JJ Isaac, Propulsion Division National Aerospace Laboratories, Bangalore, India.

5. A historical review of valveless pulsejet designs by Bruno Ogorelec

6. Experimental Investigations of Liquid Fueled Pulsejet Engines. McCalley, Christian Talbot.

7. Simpson Bruce “The Enthusiasts' Guide to Pulsejet Engines” ttp://www.aardvark.co.nz/pjet/

8. Ejector Enhanced Pulsejet Based Pressure Gain Combustors: An Old Idea with a New Twist - Daniel E. Paxson Glenn



Research Center, Cleveland, Ohio

9. Lockheed Martin’s Samarai Nano Air Vehicle: Challenges, Research, and Realization” Steve Jameson1 and Dr. Kingsley

Fregene.

10. Manal A. Seif & Mona M. Nasr, “A Comparative Study of Assembling Methods of Nonwoven Bags Traditional Sewing vs

Welding Seaming”, International Journal of General Engineering and Technology (IJGET), Vol. 5, Issue 6, pp.7-22

11. K. K. Padghan, A. K. Pitale J. P. Modak & A. P. Narkhedkar, “Design and Analysis of CAD Based Human Powered

Flywheel”, BEST: International Journal of Management, Information Technology and Engineering (BEST: IJMITE), Vol. 2,

Issue 7, pp. 9-22

12. Suresh Pittala & Awash Tekle Tafere, “CFD Analysis for Linear Blade Cascade of a Turbine”, International Journal of

Mechanical Engineering (IJME), Vol. 3, Issue 3, pp. 37-46

DESIGN AND SIMULATION OF VALVELESS PULSEJET ENGINE

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