Flow field measurements in an optically accessible, direct-injection spray-guided internal combustion engine using high-speed PIV

High-speed particle image velocimetry has been applied to study the flow field of an optically accessible motored direct-injection spray-guided internal combustion engine. Based on recent improvements in all-solid-state diode-pumped laser- and CMOS camera-technology a large field of view (43 × 44 mm²) was achieved at 6 kHz resulting in a temporal resolution of 1° crank angle at 1,000 rpm. This allows the investigation of the temporal evolution of large-scale flow structures. The flow field was recorded during the latter half of the compression stroke for tumble flow conditions at 500, 1,000 and 2,000 rpm. An analysis of cycle-to-cycle variations has been performed from individual and ensemble-averaged cycles. The temporal evolution of the main vortex center and the kinetic energy shows a few individual cycles with strong variations from the mean caused by a substantially different flow regime. A quantification of cyclic variations using the kinetic energy is possible.     

Cycle resolved multi-planar flow measurements in a four-valve combustion engine

The non-reacting flow in a one-cylinder four-valve combustion engine is measured via cycle resolved two-component/two-dimensional (2C/2D) particle-image velocimetry (PIV). The three-dimensional structure of the velocity field is analyzed based on the flow field measured in eight planar planes within the cylinder for several crank angles during the intake and compression phase. Using the mean and statistical values of the single planes quasi three-dimensional flow fields are reconstructed for crank angles of 80°, 160°, and 240° atdc. This enables the detailed analysis of the spatial distribution of the large and small scale flow structures, e.g., by visualizing large vortical structures and the distribution of the turbulent kinetic energy. It was found that two ring vortices evolving beneath the inlet valves are the dominant large scale structures that seem to be of major concern for the mixing process in the cylinder of a four-valve combustion engine operated at 1500 rpm. Furthermore, the temporal evolution of the flow field within the symmetry plane of the cylinder, measured for crank angles between 40° and 320° atdc in steps of 20°, is discussed. The results give new insight into the complex three-dimensional flow in the combustion chamber of a one-cylinder four-valve combustion engine. That is, the tumble vortex only seems to be of secondary importance for the flow concerning the mixing process at 1500 rpm. This is an essential result for future work considering the fluid mechanics of fuel-air-interaction processes and mixing principles in combustion engines.     

Evolution of a vortex street in the far wake of a cylinder

The evolution of a primary vortex street shed from a circular cylinder in the far wake is experimentally examined for 70 R 154 (R is the Reynolds number). According to the vorticity fields obtained using digital image processing for visualized flow fields, the primary vortex street breaks down into a nearly parallel shear flow of Gaussian profile at a certain downstream distance, before a secondary vortex street of larger scale appears further downstream. The process leading to the nearly parallel flow can be explained as the evolution of the vortex regions of an inviscid fluid if we invoke the observation that the distance between the two rows in the primary vortex street increases with the downstream distance, although the viscous effect probably contributes to this increase. Numerical computations with the discrete vortex method also support this explanation. The wavelengths and speeds of the primary and secondary vortex street are also measured.     

The effects of propeller tip vane on flow-field behavior

 This paper investigates the effects of attaching a tip vane to a propeller blade on the development and propagation of a tip vortex. The study employed a two-bladed propeller operating with and without a tip vane. Evaluation of the tip vortex was studied by using both smoke-wire flow visualization, hot wire anemometer, and strain gauge load-cell techniques. The mean velocity distributions and the velocity unsteadiness data as well as thrust, input power and efficiencies were obtained. Experiments were repeated at various rotating speeds ranging from 2000 to 5000 rpm. Received: 26 November 1995/Accepted: 11 April 1997     

Reconstruction and prediction of the in-cylinder pressure attractor of an internal combustion engine using locally constant models

In this research, the auto-mutual information function and correlation dimension are used for determination of lag and embedding dimension needed for reconstruction of the attractor of in-cylinder pressure of an internal combustion engine. Subsequently, a locally constant model is used for a 20-step prediction. The time series are acquired at three different test conditions and consisting of succeeding pressures at compression Top Dead Center (TDC) position of one of four cylinders. We have concluded that at least at relatively low engine speeds (below 2000 rpm) this method produces acceptable results.     

非对称槽道中涡旋波的特性研究

利用PIV流场显示技术，对振荡流体在非对称槽道中涡旋波的产生、发展和消失的规律进 行了实验研究和分析，测得了涡旋波流场的速度矢量图，阐明了涡旋波流场周期性变化的特 点. 结合涡动力学方程，深入分析并揭示了做周期性运动的流体能在槽道中产生波的特性这 一规律，从中发现：流体周期变化的非定常性和不对称的槽道结构是形成涡旋波流动的主要 因素. 本文对涡旋波流场中各个旋涡的速度分布和涡量进行了测量和计算，分析了涡旋波 强化传质的机理，并研究了Re数对涡旋波流动的影响     

Development of a high-speed UV particle image velocimetry technique and application for measurements in internal combustion engines

A flexible, high-frame rate particle image velocimetry technique that can be applied to operating internal combustion engines in highly luminous combustion situations was developed. Two high-repetition rate diode-pumped Nd:YAG lasers operated at 355 nm and a CMOS camera were used to devise a system that allowed measurements of velocity fields near the spark plug in a firing engine at a rate of 6 kHz for 500 consecutive cycles. The 6 kHz acquisition rate enables recording one velocity field every other crank angle at 2,000 RPM engine speed. Sample results such as individual and average flow fields and kinetic energy evolutions are presented.     

Stereoscopic multi-planar PIV measurements of in-cylinder tumbling flow

The non-reacting flow field within the combustion chamber of a motored direct-injection spark-ignition engine with tumble intake port is measured. The three-dimensionality of the flow necessitates the measurement of all three velocity components via stereoscopic particle-image velocimetry in multiple planes. Phase-locked stereoscopic PIV is applied at 15 crank angles during the intake and compression strokes, showing the temporal evolution of the flow field. The flow fields are obtained within a set of 14 axial planes, covering nearly the complete cylinder volume. The stereoscopic PIV setup applied to engine in-cylinder flow and the arising problems and solutions are discussed in detail. The three-dimensional flow field is reconstructed and analyzed using vortex criteria. The tumble vortex is the dominant flow structure, and this vortex varies significantly regarding shape, strength, and position throughout the two strokes. The tumble vortex center moves clockwise through the combustion chamber. At first, the tumble has a c-shape which turns into an almost straight tube at the end of the compression. Small-scale structures are analyzed by the distribution of the turbulent kinetic energy. It is evident that the symmetry plane only represents the 3D flow field after 100 CAD. For earlier crank angles, both kinetic energy (KE) and turbulent kinetic energy (TKE) in the combustion chamber are well below the KE and TKE in the symmetry plane. This should be taken into account when the injection and breakup of the three-dimensional fuel jet are studied. The mean kinetic energy is conserved until late compression by the tumble motion. This conservation ensures through the excited air motion an enhancement of the initial air-fuel mixture which is of interest for direct-injection gasoline engines.     

Control of large-scale structure formation and vortex pairing using photoacoustic forcing

A method making use of the photoacoustic effect to control the formation of large scale structures in an axisymmetric ethylene jet at Reynolds numbers ranging between 2,000 and 2,550 is described. The experiment involved modulating the beam of a CO₂ laser at Strouhal frequencies between 0.31 and 0.46 and focussing the beam into the gas jet. Time-averaged flow fields, perturbed with photoacoustic pulses are compared to that forced with a sinusoidal acoustic excitation and the results of a parametric study of the photoacoustic forcing are presented. Perturbations, achieved by laser heating the gas molecules are shown to force the flow into the jet-column fundamental and harmonic mode and to enhance vortex pairing. Time-averaged merging events at different phases of the process are displayed.     

Combined action of transverse oscillations and uniform cross-flow on vortex formation and pattern of a circular cylinder

This paper attempts to study the roles of lateral cylinder oscillations and a uniform cross-flow in the vortex formation and wake modes of an oscillating circular cylinder. A circular cylinder is given lateral oscillations of varying amplitudes (between 0.28 and 1.42 cylinder-diameters) in a slow uniform flow stream (Reynolds number=284) to produce the 2S, 2P and P+S wake modes. Detailed flow information is obtained with time-resolved particle-image velocimetry and the phase-locked averaging techniques. In the 2S and 2P mode, the flow speeds relative to the cylinder movement are less than the uniform flow velocity and it is found that initial formation of a vortex is caused by shear-layer separation of the uniform flow on the cylinder. Subsequent development of the shear-layer vortices is affected by the lateral cylinder movement. At small cylinder oscillation amplitudes, vortices are shed in synchronization with the cylinder movement, resulting in the 2S mode. The 2P mode occurs at larger cylinder oscillation amplitudes at which each shear-layer vortex is found to undergo intense stretching and eventual bifurcation into two separate vortices. The P+S mode occurs when the cylinder moving speeds are, for most of the time, higher than the speed of the uniform flow. These situations are found at fast and large-amplitude cylinder oscillations in which the flow relative to the cylinder movement takes over the uniform flow in governing the initial vortex formation. The formation stages of vortices from the cylinder are found to bear close resemblance to those of a vortex street pattern of a cylinder oscillating in an otherwise quiescent fluid at Keulegan–Carpenter numbers around 16. Vortices in the inclined vortex street pattern so formed are then convected downstream by the uniform flow as the vortex pairs in the 2P mode.     

Instantaneous and time-averaged flow fields of multiple vortices in the tip region of a ducted propulsor

The instantaneous and time-averaged flow fields in the tip region of a ducted marine propulsor are examined. In this flow, a primary tip-leakage vortex interacts with a secondary, co-rotating trailing edge vortex and other co- and counter-rotating vorticity found in the blade wake. Planar particle imaging velocimetry (PIV) is used to examine the flow in a plane approximately perpendicular to the mean axis of the primary vortex. An identification procedure is used to characterize multiple regions of compact vorticity in the flow fields as series of Gaussian vortices. Significant differences are found between the vortex properties from the time-averaged flow fields and the average vortex properties identified in the instantaneous flow fields. Variability in the vortical flow field results from spatial wandering of the vortices, correlated fluctuations of the vortex strength and core size, and both correlated and uncorrelated fluctuations in the relative positions of the vortices. This variability leads to pseudo-turbulent velocity fluctuations. Corrections for some of this variability are performed on the instantaneous flow fields. The resulting processed flow fields reveal a significant increase in flow variability in a region relatively far downstream of the blade trailing edge, a phenomenon that is masked through the process of simple averaging. This increased flow variability is also accompanied by the inception of discrete vortex cavitation bubbles, which is an unexpected result, since the mean flow pressures in the region of inception are much higher than the vapor pressure of the liquid. This suggests that unresolved fine-scale vortex interactions and stretching may be occurring in the region of increased flow variability.     

Validation of a blowby model using experimental results in motoring condition with the change of compression ratio and engine speed

Blowby and gas flow through the cylinder–piston–ring crevices are phenomena that affect the engine performance and exhaust emissions. Also these phenomena influence the cylinder pressure and temperature and the charge amount during a cycle. The study and validation of a sub-model for these phenomena in the absence of engine combustion deducts all effects arisen from the combustion event. During the current study, blowby sub-model and gas flow through crevices under motoring conditions has been noticed using a volume–orifice theory and the experimental results measured from a research engine. Blowby geometric parameters, consisting of a few critical cross-section areas (orifice areas) and volumes (top land and inter-ring crevice volumes), were measured in ambient temperature and corrected for hot running conditions. The cylinder pressure during cycle was measured by a piezoelectric pressure transducer and the low pressure parts of the cycle were measured using a piezoresistive pressure transducer for referencing purposes. The obtained results show a very good agreement between experimentally measured pressure data and model output for three compression ratios of 7.6, 10.2, 12.4 and three engine speeds of 750, 1500 and 2000 rpm, so that the maximum deviation was almost 5%. The model predicted that the maximum mass loss increased with increase of compression ratio and decreased with increase of engine speed. Also the peak mass loss position happened within the range of 3–9°CA after top dead center. After occurrence of the maximum loss, a reverse flow from the top land crevice into the cylinder was predicted in the model.     

On the Evolution of the Flow Field in a Spark Ignition Engine

The development of the turbulent flow field inside a spark ignition engine is examined by large-eddy simulation (LES), from the intake flow to the tumble break-down. Ten consecutive cold flow engine cycles on a coarse and twenty cycles on a fine grid are simulated and compared to experiments of the same engine. The turbulent subgrid scales are modeled by the standard Smagorinsky and by the recently developed Sigma model. A comparison of the intake flow is made against Particle Image Velocimetry (PIV) measurements along horizontal and vertical lines and to an LES simulation performed by the Darmstadt group. Furthermore, we show the first LES comparison to Magnetic Resonance Velocimetry (MRV conducted by Freudenhammer et al.) measurements, which provided the 3D flow field inside a full scale dummy of the entire upper cylinder head including the valve seat region, at a time which mimics inflow conditions of the corresponding engine. Our LES is in good qualitative and quantitative agreement with the simulation and the experiments, with the notable exception of the measured in-cylinder pressure, which is discussed in detail and compared to 0D simulations and simulations from other groups. A criterion is proposed for estimating the number of cycles needed in a simulation, if experimental data is available. We put emphasis on the flow in the valve seat region, where turbulence is generated, and discuss the formation of the large scale tumble motion, including a comparison of the radial velocity fields on rolled-up planes around the valve seat. Here, spots of high velocities were found in the under flow region, which cannot been seen by the ensemble averaged MRV measurement. Within the compression stroke, a 2D vortex center identification algorithm is applied on slices inside the combustion chamber, yielding a 3D visualization of the tumble vortex, which is found to have a “croissant-like” shape. The tumble vortex trajectory is plotted on the symmetry plane and compared to measurements. Finally, we consider a modified definition of the (turbulent) integral length scale that provided further insight to the tumble break-down process.     

脱体涡流型的数值计算

本文在回顾空气动力体大迎角脱体涡流场数值计算的发展过程之后,详细讨论了各种势流计算模型。      

Precessing Vortex Structures in Turbulent Flow within Rotor-Stator Disc Cavities

Several studies of enclosed turbulent flows within rotating discs or cylinders (e.g. [6, 7]) have revealed that, while the geometry may be strictly axisymmetric, it is possible for non-axisymmetric flow patterns to be created within the space. Here we report a visualization study off low induced in the cavity formed between two discs, one rotating, the other stationary. This is an idealization of the flow configuration that occurs between successive stages in the `hot section' of a gas turbine. Such rotor-stator cavities have hitherto been regarded as creating asymmetric flow pattern but Owen [8] has conjectured that the failure to predict heat transfer coefficients accurately for certain radius-to-height ratios may indicate that here, too, organized rotating vortex structures were playing a crucial role. The present study has made an experimental visualization of this flow over a range of conditions in order to test this conjecture and to help guide future numerical explorations. The apparatus comprised a rotating disc over which is fitted a Perspex stationary disc and shroud. The lower disc was rotated for a number of distinct speeds between 30 and 120 rpm and for two ratios of gap-height to radius (H/R). The spin Reynolds number based on gap height and maximum rotational speed, ρΩRh/μ, ranged from 3.7 × 10E4 to 2.24 × 10E5. The flow structures were visualized by injecting ink through a small hypodermic tube at various radii and depths within the cavity and recording the ensuing dye streaks with a video camera mounted above the discs. The results show that, for a wide range of conditions,structured flow with large-scale vortices does indeed arise, the number of vortices diminishing as the spin Reynolds number is increased. The two-vortex S-shaped pattern is stable over a wide range of conditions but three, five and seven vortices have also been observed. These results suggest that an accurate numerical simulation of the flow within rotor-stator disc cavities may require unsteady,three-dimensional CFD modelling over at least certain ranges of flow parameters. This revised version was published online in July 2006 with corrections to the Cover Date.     

The influence of fuel injection and heat release on bulk flow structures in a direct-injection, swirl-supported diesel engine

Particle image velocimetry is applied to measure the vertical (r–z) plane flow structures in a light-duty direct-injection diesel engine with a realistic piston geometry. The measurements are corrected for optical distortions due to the curved piston bowl walls and the cylindrical liner. Mean flow fields are presented and contrasted for operation both with and without fuel injection and combustion. For operation with combustion, the two-dimensional divergence of the measured mean velocity fields is employed as a qualitative indicator of the locations of mean heat release. In agreement with numerical simulations, dual-vortex, vertical plane mean flow structures that may enhance mixing rates are formed approximately mid-way through the combustion event. Late in the cycle a toroidal vortex forms outside the bowl mouth. Imaging studies suggest that soot and partially oxidized fuel trapped within this vortex are slow to mix with surrounding fluid; moreover, the vortex impedes mixing of fluid exiting the bowl with air within the squish volume.     

Experimental study of vortex flow about low aspect ratio wings and circular cones at M = 2

Characteristic of the flow about wings of low aspect ratio with subsonic leading edges and bodies of revolution at angles of attack is the formation of spiral vortices as a result of rolling-up of the transverse flow, which separates near the wing leading edge and on the lateral generator of the body. The vortices, concentrated in a pair of free vortex cores, interact with the boundary layer, causing a complex flow pattern on the surface of the model in question.There are several methods which make it possible to study the flow about the model. Pickups may be used to measure the pressure field or the velocity field near the model. This technique has found wide application and was used for studying the flow pattern about wings and bodies of revolution at both subsonic and supersonic speeds (see, for example, [1–4]). However, this method is very tedious and, in addition, the probes always introduce disturbances into the flow, particularly for supersonic speeds.A visual picture of the vortex flow may be obtained in a towing basin by adding to the water metal powder in the suspended state, or by introducing filaments of colored liquid [1, 5].The vapor screen [6] and smoke [3] methods are also used for flow visualization.The boundary layer flow on the model may be studied with the aid of oil or evaporting coatings. These methods have been used in [1, 7] to study flow about wings and in [8] to study flow about circular cones.According to the studies presented in [9] of an electric discharge with the application of high voltage to electrodes located in an air stream, a stable glow occurs as a result of the prebreakdown discharge.The properties of the prebreakdown discharge have been used by the authors of the present paper to study visually the vortex flows (high voltage electric discharge method). This technique was used to obtain the trajectories of the vortex trails for low aspect ratio wings and circular cones mounted at various angles of attack in a stream with Mach number M=2 and Reynolds number R=0.9·10⁶.In conclusion the author wishes to thank B. V. Kalachev, R. V. Bertyn, and E. D. Korolev for assistance in carrying out the experiments.     

Vibration characteristics of a power tiller

The vibration characteristics of a power tiller (two-wheel tractor) were studied. Tests were conducted at 1000, 1200, 1400, 1600, 1800, 2000, and 2200 rpm engine speeds in a stationary condition, and at 1000, 1200, 1400, 1600, and 1800 rpm engine speeds during transportation and tillage. Tests during tillage operation were conducted in the Bangkok clay soil. For the measurement of vibration, three semiconductor strain-gauge-type accelerometers, capable of sensing vibration signals in three mutually perpendicular directions, i.e. horizontal, lateral and vertical modes at the same time, were used. Vibration characteristics of the power tiller were found to be quite complex. In general, it was observed that, in any working condition, due to an increase in engine speed of the power tiller, the acceleration and frequency of vibration increased. At the same operating speed and test condition, the intensity of the vibration was the highest in the vertical mode and the lowest in the lateral mode. The maximum vibration intensities were observed during second plowing and the lowest vibration intensities were when stationary on an off-road surface. The vibration intensities, when compared to the ISO standard 2631, were found to exceed the standard during field operations.     

Draftability of a 8.95 kW walking tractor on tilled land

A 8.95-kW walking tractor was evaluated for draft and drawbar power on tilled land. Empirical equations were developed to correlate the relationship between draft and wheel slip, drawbar power and wheel slip and drawbar power and fuel consumption. The values of draft, drawbar power and specific fuel consumption were calculated at 25% wheel slip. The results indicated that the values of draft on tilled land with pneumatic wheels at engine speed of 2000 rpm were 803 and 773 N in second low and third low gears, respectively. The respective draft values at engine speed of 1500 rpm were 748 and 735 N in second low and third low gears under slightly loose soil conditions. Mounting of a 40-kg wheel ballast increased the value of draft to 901 and 921 N at an engine speed of 2000 rpm and 872 and 888 N at an engine speed of 1500 rpm in second low and third low gears. Replacement of pneumatic wheels by steel wheels further increased the draft readings to 1034 and 999 N at an engine speed of 2000 rpm and 913 and 935 N at engine speed of 1500 rpm in second low and third low gears, respectively, indicating significant increase in drawbar power both at 2000 and 1500 rpm in second low and third low gears with the use of steel wheels. The specific fuel consumption decreased by about 28% and 27% at engine speed of 2000 rpm and about 17% and 21% at engine speed of 1500 rpm in second low and third low gear with the use of steel wheels over pneumatic wheels without wheel ballast. The specific fuel consumption decreased by about 4% and 14% at engine speed of 2000 rpm and 7% and 23% at engine speed of 1500 rpm in second low and third low gears, respectively, with the use of steel wheels over pneumatic wheels with 40 kg wheel ballast.