Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
The in-cylinder three-dimensional unsteady analysis on the fluid patterns were scrutinized using computational fluid
dynamics code. The 3D CAD data were created using the 3D CAD modeling software and the computational meshes were
generated considering the movements of intake valves and piston. The calculated results of in-cylinder flow patterns for the
pent-roof type combustion chamber were in good agreements with the unsteady water rig experimental results. To
investigate the influences of the intake port inclined angle variations on the in-cylinder flow patterns and the resulting incylinder tumble ratio, each type of intake port were simulated with the intake port inclined angle variations. The results
show that as the intake port inclined angles become smaller, the in-cylinder tumble ratio were strengthened. If the intake
port inclined angle was larger than 30 degree, the in-cylinder tumble ratio was saturated. For the global in-cylinder
turbulent kinetic energy level, the values were decreased as the intake port inclined angles were increased.
Keywords: Intake Port Inclined Angle, Tumble Ratio, Turbulent Kinetic Energy
concentrated on the diesel configuration which is simple in
geometric configuration. Steady flow computations in inlet
ports have drawn more interest and have been reported be
several investigators. The resulting velocity distributions
in the valve passage have been compared with
experimental. [9-10]
In this study, we have modified the intake port inclined
angle to investigate the influences of the intake port
inclined angle variations on the in-cylinder flow patterns
and the resulting in-cylinder tumble ratio. Each type of
intake port were simulated with the intake port inclined
angle variations.
INTRODUCTION
The phenomena in the internal combustion engine are
intrinsically three-dimensional and affected by many
factors such as geometric shape of engine, turbulent
intensities of the inlet flow and the mean velocity level at
the spark plug region etc. and it is well known that the
intake process and its resulting flow patterns in the
combustion chamber have significant influences on the
combustion process and eventually on the pollutant
components.[1]
Over the last decades, many efforts in conjunction with
the experimental and computational tools have been
carried out to understand the fundamental characteristics
of intake system. These studies provided valuable insight
into the three-dimensional flow structure in the intake
system and the substantial influences of the intake system
configuration on the in-cylinder flow structure. [2-4]
Recently with the development of the computational
capability of the computer, the possibilities and the
limitations of a multi-dimensional computational fluid
dynamics (CFD) as an industrial design tool have been
improved significantly. To use the CFD as an engineering
tool for design and optimization of the system, the
validation of its predictive accuracy and the limitation of
its application should be defined clearly. Because of the
complex shape of engine and valve configuration, there are
few studies which have been taken into account the actual
configuration of the engine. Menne et al [5] and Errera [6]
simulated the simultaneous flow computation in inlet ports
and combustion chambers. Taghavi et al [7] computed the
combustion process of an intake system considering the
moving valves and piston. Kang et al [8] simulated full
cycles of the combustion process with some assumptions.
Due to the limitation of computational capability and the
mesh generation methodolgy above studies have been
MODELING
The geometry used for the three-dimensional steady flow
simulation consists of the intake port, the intake valves and
the cylinder liner of a single DOHC engine. The shape of
the combustion chamber is a pentroof type configuration
which make it difficult to generate the computational
mesh. The engine geometry is shown in fig 1.
The commercial CFD code FIRE was used for the
calculations. FIRE is a three-dimensional elliptic
hyperbolic flow simulation code for steady/unsteady
laminar and high/low Reynolds number turbulent flow in
complex geometry with stationary/moving boundaries or
interface within the solution domain. The grid generation
for industrial application is a tedious job and generating
the mesh suitable to the industrial design tool is very
difficult due to the complex configuration of geometry. So
most of the commercial computational fluid dynamics
codes adopt preprocessors for the generation of
computational grid and allow the functions to get the
externally generated mesh for the compensation of code
flexibility. We used the commercial preprocessor ICEM
CFD/CAE specialized for the mesh generation of
computational fluid dynamics problem. The computational
1
Fig. 4 The Valve Center Sectional Velocity Distributions For Various Port Angle
tumble generated by the inlet jet coalesce each other,
which results in the large global tumble flow in the
cylinder. In case of small intake port inclined angle, for the
case of inclined angle = 15 and 23 degree, the inlet jet
generated at the intake valve region is larger than the large
Fig. 5 The Valve Center Sectional Velocity Distributions For Various Port Angle(CA=465 Degree)
3
Fig. 6 The Bore Center Sectional Velocity Distributions For Various Port Angle(CA=BDC Position)
Intake port inclined angle, for the case of inclined angle =
30 and 40 degree and this results in the large global tumble
ratio.
Fig. 7 The Valve Center Sectional Velocity Distributions For Various Port Angle(CA=BDC Position)
4
i =
Mt
i ri ui i
[s -1 ]
r m
r m
[s -1 ]
D =
where,
mi = i Mass
ri = i Dis tan ce
M t = Momentum
i = i Area
u i = i Vector
30 D
[min -1 ]
n
nD
tumble ratio is 8% larger than the standard case and for the
30 degree of inclined angle, the tumble value is 35% lower
than the standard case. As shown in the figure, at the
inclined angle which is higher than 30 degree, the tumble
ratio seems to be saturated.
Fig. 9 shows the global turbulent kinetic energy
variations with the crank angle. As shown in the figure, at
the early stage of intake process, the global turbulent
kinetic energy in the cylinder is likely to be increased by
the strong annular inlet jet and got its peak value near 480
degree ATDC. Due to the decrease of the inlet jet strength,
the turbulent kinetic energy decreases and after the BDC
position, the turbulent kinetic energy got its peak at the
end of compression stroke. As the intake port inclined
angle is decreased, the turbulent kinetic energy in the
cylinder is likely to decrease.
REFERENCES
[1] Heywood,
J.B.,
Internal
Combustion
Engine
Fundamentals, McGRAW-HILL, 1989
[2] Brandstatter, W., Johns, R.J.R. and Wigley, A., SAE
Paper 850499, 1985
[3] Khalighi, B., El Tahry, S.H. and Kuziak, W.R. Jr., SAE
Paper 860462, 1986
[4] Arcoumanis, C., Valfidis, C., and Whitelaw, J.H., Journal of
Fluid Engineering, Vol. 109, 368~375, 1987
[5] Menne, R.J., Mennicken, A., and Adams, W., Proceedings of
European Automobile Engineers Cooperation Coference on
New Development in Power Train and Chasis Engineering,
Vol 1, Strasbourg, France, 1987
[6] Errera, M.P., SAE Paper 870594, 1987
[7] Taghavi, R., Dupont, A., Journal of Engineering for Gas
Turbines and Power, 1989
[8] Kang Y., Huh, Ku K., Kim, SAE Paper 920588, 1992
[9] Isshiki, Y., Shimamoto, Y., and Wakiska., Proceedings of the
COMODIA Symposium, Japan, 1985
[10] Argueyrolles, B., Taghavi R., and Zellat, M., Proceedings of
the Second Internaltional Coference on Supercomputing in
the Automobile Industry, Sellvia, Spain, Oct. 1988
[11] Vafidis, C., Aerodynamics of Reciprocating Engines.,
PhD Thesis, University of London, 1985