Alexandria Engineering Journal (2017) xxx, xxxxxx

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Alexandria Engineering Journal

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ORIGINAL ARTICLE

Experimental study on an IC engine in-cylinderow

using dierent steady-state ow benches
M. El-Adawy *, M.R. Heikal, A. Rashid A. Aziz, M.I. Siddiqui,
Hasanain A. Abdul Wahhab

Centre for Automotive Research and Electric Mobility, Mechanical Engineering Department, Universiti Teknologi
PETRONAS, 32610 Seri Iskandar, Perak, Malaysia

Received 15 February 2017; revised 4 July 2017; accepted 23 August 2017

KEYWORDS Abstract In-cylinder air flow structures are known to strongly impact on the performance and
In-cylinder flow;
combustion of internal combustion engines (ICE). Therefore the aim of this paper is to experimen-
Flow bench; tally study an IC engine in-cylinder flow under steady-state conditions. Different methods can be
Tumble motion; used to characterize the in-cylinder flow which are optical engines and laser diagnostics, computa-
Flow coefficient; tional fluid dynamic and steady-state flow bench. Here we are concentrating on two different types
Particle image velocimetry of flow benches. The first (Ricardo) uses the impulse torque meter method while the other (FEV)
uses the paddle wheel technique. The experiments were carried out on the same cylinder head and
the same pressure difference across the inlet valves of 600 mmH 2 O in order to compare the results.
The experimental results are presented in terms of the measured air flow rate, flow coeffi- cient,
discharge coefficient and non-dimensional rig tumble. Moreover, number of modifications were
conducted on the FEV flow bench in order to apply particle image velocimetry measurements on
the vertical tumble plane, which passing through the middle of the cylinder at different valve lifts.
The results show that a reasonably good level of agreement can be achieved between both methods,
providing the methods of calculations of the various parameters are consistent.
2017 Faculty of Engineering, Alexandria University. Production and hosting by Elsevier B.V. This is an
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1. Introduction flow within the cylinder as it is generally accepted that it has

significant effect on the in-cylinder mixture preparation and
It is generally acknowledged that there are two major chal- hence the combustion performance. Large scale flow structures
lenges facing the automotive industry, continuous increase in such as swirl and tumble increase the level of turbulence at the
fuel prices and restricted emission regulations [1,2]. Therefore, time of ignition which, in turn, strongly affect both pollutant
the automotive industry has put extensive energies over the last emissions and fuel efficiency [35].
decades in assessing air flow during the intake stroke and air Fundamentally, in-cylinder flow is divided into two main
categories, swirl and tumble. Swirl is the in-cylinder flow where
* Corresponding author. the flow rotational axis is parallel to the cylinder axis while
E-mail address: engmohammed_2008@yahoo.com (M. El-Adawy). tumble is the flow with an axis perpendicular to that of the
Peer review under responsibility of Faculty of Engineering, Alexandria cylinder. Steady-state flow benches have been utilized in the
University.
http://dx.doi.org/10.1016/j.aej.2017.08.015
1110-0168 2017 Faculty of Engineering, Alexandria University. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

Please cite this article in press as: M. El-Adawy et al., Experimental study on an IC engine in-cylinder ow using dierent steady-state ow benches, Alexandria Eng. J.
(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
 2 M. El-Adawy et al.
automotive industry for many years to quantify the swirling or
tumbling bulk motion created during the induction stroke
using non-dimensional parameters like swirl and tumble ratios
and to compare the various cylinder heads designs [6,7]. There
are three air motion axes along which steady-state flow bench
measurements are taken. These are swirl, normal tumble
(sometimes referred to as barrel swirl) and side tumble as
shown in Fig. 1. Swirl measurements is most commonly
applied to two valves (2 V) and four valves (4 V) diesel engines
and to two valves gasoline engines, while normal tumble
(referred to as tumble) is most commonly applied to pent roof
four valves gasoline engines [8]. The main principle of steady-
state flow bench was described in details by Heywood [9]. With
the appearance of intake generated tumble in SI engines, the
standard steady flow benches had to be modified to measure
the new type of flow.
The development and adaptation of steady flow rig barrel
swirl measurements was described by [10]. The authors estab-
lished a standard test procedure for multi-valve tumble engines
and compared their results with hot wire anemometry (HWA)
measurements. In their opinion, steady flow rigs could be used
reliably as standard tools for the measurement of barrel swirl
in engines. Several years later, the variations in different non-
dimensional parameters such as swirl ratio and flow coef-
ficient at various throttle opening and valve lifts were studied
using a steady-state flow bench by Ramesh Kumar [11]. The
results indicated that a higher swirl ratio and swirl coefficient
can be achieved with shrouded valves and twisted tapes but
with a penalty on the flow coefficient. Unfortunately no stan-
dardized testing methodology exists at present and great care
has to be taken when comparing data coming from different
sources [1214]. Hongming Xu illustrated a comprehensive
review of the most widely adopted techniques [15].
Many measurement and visualization techniques have been
used to study numerous features of the in-cylinder flow of GDI
engines, particularly Particle Image Velocimetry (PIV) because
of the need for whole field flow visualization and measurement
of the characteristics of the complex unsteady in-cylinder
flows. PIV is a class of methods used in experimental fluid
mechanics in order to determine instantaneous velocity vector
fields by measuring the displacement of numerous fine particles
Fig. 1 Air motion axes [7].
Please cite this article in press as: M. El-Adawy et al., Experimental study on an IC engine in-cylinder ow using dierent steady-state ow benches, Alexandria Eng. J.
(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
that accurately follow the motion of the fluid. Basically, almost
all quantitative measurements of fluid flow before the advent
of PIV were carried out using single-point probes that measure
different quantities in the flow for instance, velocity, and
temperature and pressure measurements [16,17]. These single-
point measurements have number of demerits because of mea-
surements are carried out only at single-point at a time and
information about the underlying flow pattern is missing. Typ-
ically the experimental set-up of a PIV system involves several
subsystems, seed particles, illumination source, imaging system
and processing unit (PIV Processor). Mainly, the flow has to
be seeded with a suitable type of tracer particles having a sim-
ilar density to that of the fluid. Within a short time interval,
these tracer particles have to be illuminated twice using high
power double pulsed laser. The scattered light from the parti-
cles has to be captured either on double frames or on single
frame using Charged Coupled Device (CCD) camera. The
image frames are sub-divided into smaller areas called inter-
rogation area and the displacement of the tracer particles
between the light pulses has to be determined through means
of statistical methods (auto- and cross-correlation). The veloc-
ity associated with each interrogation area is the displacement
over the time between the two exposures. Previous PIV mea-
surements in IC engines have characterized turbulence proper-
ties [18], analysed spatial flow structure [19], investigated
influences of cycle-to-cycle variations [20], as well as character-
ized flows during injection and ignition [21]. B.M. Krishna
carried out an experimental investigation in order to study the
in-cylinder tumble motion during the intake and compres-
sion strokes at different engine speeds using PIV. The results
showed that, the tumble ratio was not significantly affected by
the engine speed but mainly changed with the crank angle [22].
The behavior of the in-cylinder flow pattern under steady-state
conditions and different air flow rates was charac- terized by
maximum turbulent kinetic energy (TKE) and tum- ble ratio
by B.M. Krishna [23]. It was found that the tumble ratio
increased with inlet valve opening but was not influenced much
by the variation in air flow rates.
The first objective of this paper is to compare two different
methodologies for evaluating in-cylinder flow using the same
cylinder head, reference area and pressure difference .While the
second objective is to illustrate the evolution of tumble motion
using particle image velocimetry (PIV).
2. Experimental set up
1. Cylinder head general specifications
The cylinder head specifications are shown in Table 1. A four
valves pent roof cylinder head was used on both flow benches.
All port flow calculations had to be based on one characteristic
dimension which could be applied to all ports, thus the inner
seat diameter was used as reference. Moreover the pressure
drop used to undertake the tests was selected based on Rey-
nolds number criteria. 600 mmH 2 O pressure difference was
selected depending on valve inner seat diameter of 33.7 mm to
insure fully turbulent flow. As it is well known that the tum-
ble motion became the dominant motion in four valves spark
ignition engines so this study was concentrated only on tumble
Experimental study on an IC engine in-cylinder flow 3

Table 1 Cylinder head specifications. p 2

A seat D seat 3
4
Bore (mm) 92.5
Number of 2 Q = measured volume flow rate, m3/sec,
inlet valves Vo = velocity head, m/s,
per cylinder Aseat = inner seat area, m2,
Number of 2
Dseat = intake valve seat diameter, m.
exhaust valves
per cylinder
Inner seat 33.7
diameter (mm)
Coefficient of Discharge (Cd)
Seat angle 45
(degree)
Valve head 36
Q
Cd 4
diameter (mm) A V V o
Valve stem 5.5 .
diameter (mm) 2 L L
AV n p D cos 1 s i n cos 5
Max valve lift 9.73 D D
(mm)
Lmax/D 0.289
AV = orifice area between valve head and seat, m2,
L = valve lift, m,
n = number of intake valves per cylinder,
= valve seat angle = 45.
measurements. In industry the most widely adopted instru-
ments for tumble measurement are the paddle wheel and
impulse torque-meter.
Non-dimensional rig tumble (N T )
2.2. Torque meter steady-state flow bench
8G
NT 6
In this rig the flow was blown through the valves to assess inlet m_ Vo B
ports, by providing pressurized air at the manifold inlet and
discharging to atmosphere through the valve and cylinder B = cylinder bore diameter, m,
liner. A schematic diagram of the flow test equipment is shown G = torque measured by impulse meter, N m,
in Fig. 2 for the tumble test set up. The test equipment con- m_ = measured mass flow rate, kg/s.
sisted of a centrifugal fan driven by a continuously variable
speed direct current (DC) motor. The volume flow rate was
measured using a Viscous Flow Air Meter (VFAM). A pres-
sure box was attached to the cylinder head manifold face 2.3. Paddle wheel steady-state flow bench
which was designed to act as a reservoir of air under conditions
approaching stagnation. It contained flow straighteners to
The principal operation and design of FEV steady tumble test
eliminate any directional flow influence from the flexible pipe.
rig is shown in Fig. 3. For the measurements, the cylinder head
Pressure and temperature were measured in the entry box and
(10) is mounted to a cylindrical liner (7) having the same diam-
were used as the reference conditions for the calculations of
eter as the cylinder bore. Air is sucked by a centrifugal com-
flow parameters. Bulk air motion was quantified by an impulse
pressor (1) through the inlet port (21), the cylindrical tube, the
swirl meter (ISM). For Tumble Measurement-Procedure, The
compensation tank and through the rotary piston gas meter
cylinder head was mounted with the gas face vertical, and a
(5). The valve Lift can be adjusted manually using micrometer
tumble rig was attached via an adaptor plate mounted on the
(6). The measurements are carried out at a con- stant pressure
gas face of the cylinder head. The ISM is mounted on the top
difference between cylindrical liner and atmo- sphere. The
of the tumble tube. At the lower end of the tube a sec- ond
pressure adjustment, which is required for different valve lift
piece of honeycomb element was mounted to produce an
settings is done by a bypass (2) with stepper motor (3) with
equal flow resistance to the swirl meter element on the top of
additional measurement of air temperature and pressure drop.
the tumble tube.
The tumble level is gained by assessing the rota- tional speed
of the paddle wheel anemometer (7). The test bench is
2.2.1. Parameters used in port performance analysis [8] equipped with a test bench computer for electronic acquisition
(8) (air volume flow rate, paddle wheel rotation speed,
Flow Coefficient (Cf ) temperatures, pressures) and a test bench control (bypass with
stepper motor). For tumble measurement- procedure, the test
Q method is based on the paddle wheel anemometry with a
Cf 1 horizontal axes of rotation in order to determine the rotation
A seat V o
of a vortex perpendicular to the cylin- der axis (tumble). Due
s to the fact that the piston crown plays
2 DP
Vo 2 an important role for the development of the tumble vortex,
q the piston (13) is included in the test rig.

Please cite this article in press as: M. El-Adawy et al., Experimental study on an IC engine in-cylinder ow using dierent steady-state ow benches, Alexandria Eng. J.
(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
 4 M. El-Adawy et al.

Impulse Meter

Pressure Box

Flow Straighteners
Cylinder Head

Tumble Tube
Flexible Pipe

Viscous Flow Air Meter Honeycomb Matrix

Inlet Port Tests

Centrifugal Fan

Exhaust Port Tests

D.C. Motor

Fig. 2 Schematic diagram of tumble-measurement equipment [7].

2.3.1. Parameters used in port performance analysis [24] m_theor A Seat qs Cs 9

The flow velocity (Cs) is calculated with the formula for
Flow Coefficient isentropic flow:
v


















"










u 2 mk . kk 1 #
The flow coefficient (C f) is defined as the ratio of the empir- P2
ically obtained mass flow rate and the theoretical mass flow Cs t R T1 1 10
k 1 P1
rate:
m_real
Cf 7 P2 = air pressure downstream of the valve, N/m 2 .
m_theor
The actual mass flow rate is measured on the test bench:
P1 Likewise, the density under isentropic conditions is computed
m_real Q 8
R T1 as:
. 1
P1 P2 k
P1 = air pressure upstream of the valve, N/m 2 , qs 11
R T1 P1
R = gas constant, J/kg K,
T1 = air temperature upstream of the valve, K. Coefficient of Discharge (Cd)

The discharge coefficient (Cd) is defined as the ratio of the

The theoretical mass flow rate (m_theor) for a defined cross sec- empirically obtained mass flow rate and the theoretical mass
tional area (A Seat ) is obtained as: flow rate:

Please cite this article in press as: M. El-Adawy et al., Experimental study on an IC engine in-cylinder ow using dierent steady-state ow benches, Alexandria Eng. J.
(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
Experimental study on an IC engine in-cylinder flow 5

PIV Experiments

FEV-Flow Bench Experiments

18 17
4

21 22
16 15
1
12 6 10 8
14
11
23 13
20

3 2
19
7

9 5
PLAN VIEW

1- centrifugal compressor 8- data acquisition system 16- laser generator

2- by pass 9- stop cock 17- intake valves
3- steeper motor 10- cylinder head 18- exhaust valves
4- air filter 11- area of interest 19- CCD-camera
5- rotary piston flow meter 12- optical cylinder 20- timer box
6- micrometer 13- flat piston crown 21- intake port
7- tumble cylinder liner with bearings, 14- air outlet ports 22- exhaust port
hall sensor, shaft and paddle wheel 15- laser sheet 23- correction box

Fig. 3 FEV flow bench and PIV set up.

m_real
Cd 12 2.4. Particle image velocimetry (P I V )
m_theor
The theoretical mass flow rate (m_ theor) for a defined orifice
area between valve head and seat at low valve lifts (A V ) is Number of modifications was essential on the FEV steady-
obtained as: state flow bench before applying PIV measurements. These
included the removal of the paddle wheel, and designing of
m_theor A V qs Cs 13 acrylic box to connect between the cylinder head and the tum-
ble rig to allow enough extended area for the whole stroke
measurements as shown in Fig. 3. Full velocity vector maps
Non-dimensional rig tumble
were obtained in one vertical (tumble) plane (passing through
In order to describe the measured tumble intensities inde- the centre of the cylinder, which was located between the two
pendently from the mass flow, the tumble ratio is indicated as intake valves) at different valve lifts 2 mm, 5 mm, 8 mm and 9
a non-dimensional quantity C T /C A (C T: circumferential mm valve lift. Titanium Dioxide was used as seeding parti- cles
velocity of the tumble motion, while C A : mean axial velocity in and generated by means of a solid particle seeder and mixed
the cylinder). with air through the inlet port. A doubled pulsed Nd: YAG
The linear circumferential speed of the tumble motion is laser with a wavelength of 532 nm, 15 Hz of maximum laser
computed as follows: pulse frequency and a capacity of 400 mJ/4 ns was used as
light source. For every valve lift, 208 pairs of images were
C T 2 p N R M FL 14 acquired using a digital camera (Flow Sense 2M) running in
double frame mode. The final PIV images (1600 1200pixels,
N = paddle wheel speed, RPM, 8 bit grey scale) were saved directly to the hard drive for anal-
R MFL = 0:36375B, mean paddle wheel radius, m. ysis. The post processing of the acquired images was carried
out using Dynamic studio V3.41 software in order to obtain
the velocity vector fields.
Likewise, the axial velocity of the air flow in the cylinder is cal- Non-dimensional tumble for PIV data was derived from the
culated as follows: angular momentum equation around the center of rotation of
the paddle wheel (xc; x y ) used for FEV flow bench experiments
m_real
C A 15 in order to calculate the circumferential velocity of the tumble
qcyl A V motion. While the axial velocity was calculated same as in flow
bench experiments.
P2
qcyl 16 Xm Xn
R T2
Circumferential Velocity vi;j xc xi;jui;j
i1 j1
qcyl = air density inside the cylinder, Kg/m 3.
yc yi;j 17

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(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
 6 M. El-Adawy et al.
3. Results and discussions
All experiments were carried out at the same pressure differ-
ence, 600 mmH 2 O. The valve lift was changed from 1 to 9 mm
in 1 mm step and the experimental results are presented in
terms of measured air flow rate, flow coefficient, discharge
coefficient and non-dimensional rig tumble.
1. Measured air flow rate
The variation of air volume flow rate as afunction of valve lift for
both Ricardo and FEV steady-state flow benches at 600 mmH 2O
pressure difference are shown in Fig. 4. In general, as can be seen
from the figure, air volume flow rate increased as the valve lift
increases. There is an acceptable agreement between the two
curves till 6 mm valve lift but the difference increase further as
the valve lifts increases. This is mainly due tochocking of the flow
due to the small discharge area in case of the FEV flow bench.
This is thought to be due to the recommended value of the air dis-
charge port being 35% of the bore diameter.
3.2. Flow coefficient
The flow coefficient was measured using both steady-state flow
benches at different valve lifts as illustrated in Fig. 5. The flow
Fig. 4 Measured air flow rate variation with valve lift for both
Ricardo and FEV steady-state flow benches.
Fig. 5 Flow coefficient variation with valve lift for both Ricardo
and FEV steady-state flow benches.
Please cite this article in press as: M. El-Adawy et al., Experimental study on an IC engine in-cylinder ow using dierent steady-state ow benches, Alexandria Eng. J.
(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
Fig. 6 Discharge coefficient variation with valve lift for both
Ricardo and FEV steady-state flow benches.
coefficient increased monotonically from zero with valve lift
since the effective flow area through the valve increased with
lift. As more air entered the cylinder at higher valve lift, the
effect of the flow coefficient to the engine breathing capacity
was significant. However, the small scale of flow coefficient at
lower valve lift could not reflect clearly the difference in flow
capacity. It is clear from the figure that there was also a good
agreement between both curves especially till 6 mm valve lift.
3. Discharge coefficient
The dependence of the discharge coefficient which, identify
flow restriction by valve and seat lips, on valve lift can be
understood from Fig. 6. At low valve lifts, the inlet air jet was
attached to both the seat and the valve, and thus was affected
by viscous shear. If the jet was attached, then the dis- charge
coefficient decreased slightly with increasing the Rey- nolds
number since the viscous effects in the jet decreased. At high
valve lifts, the fluid inertia prevented the flow from turning
along the valve seat, so the flow broke away, forming a free
jet. There is also a good matching between both curves.
4. Non-dimensional rig tumble
The variation of non-dimensional rig tumble versus the valve
lift is shown in Fig. 7. At low valve lift, more air came from
one side of the valve seat producing negative value (clock wise
direction). After that, a symmetric flow distribution occurred
at the valve seat area which resulted in no tumble at about 5
mm valve lift for paddle wheel flow bench and at about 4 mm
for impulse torque meter flow bench. At higher valve lifts, an
asymmetric flow distribution occurred again with the flow
directed more towards the exhaust valves. Intensified by the
deflection at the piston crown this jet flow led to the gen-
eration of a strong tumbling motion within the cylinder with
positive values (counter clock wise direction). The difference
between both curves was related to the fact that different tech-
niques were used for tumble measurements, paddle wheel for
FEV flow bench while an impulse-torque meter for Ricardo
flow bench. Moreover, in the case of the torque meter method
(Ricardo method) there was no piston but in the case of the
paddle wheel the piston was there. The rate of increase of non-
dimensional rig tumble for FEV flow bench became very
Experimental study on an IC engine in-cylinder flow
Fig. 7 Non-dimensional rig tumble variation with valve lift for
both Ricardo and FEV steady-state flow benches.
Fig. 8
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7
high starting from 6 mm valve lift .This was mainly because of
the arrival to chocking condition therefore more air trapped
inside the cylinder which, in turn, increased the rotation rate
of the paddle wheel.
3.5. Particle image velocimetry results
3.5.1. Ensemble average velocity vectors for in-cylinder flow
pattern
Fig. 8 shows the ensemple average velocity vector fields at dif-
ferent valve lifts. At valve lift 2 mm, there was a domination
for the right air jet coming through the intake valves and the
area behind the intake valves was the area where the max
velocity was concentrated. This might explain the rotation of
paddle wheel during the flow bench experiments in clock wise
direction with lower negative non dimensional rig-tumble. At
valve lift 5 mm, there was a symmetric velocity distribution
behind both intake valves and exhaust valves, this also might
Velocity vector fields at different valve lifts.
 8 M. El-Adawy et al.

Non-Dimensional Rig Tumble 0.9 0.7

FEV 0.6
0.7
PIV 0.5

Avg.TKE, m2/s2
0.5
0.4

0.3
0.3

0.2
0.1
0.1

2 5 8 9
-0.1 0
Valve Lift,mm 0 1 2 3 4 5 6 7 8 9 10
Valve Lift ,mm
Fig. 9 Non-dimensional Rig-Tumble for FEV Flow Bench and
PIV at different valve lifts. Fig. 10 The variation of average TKE at different valve lifts.

Fig. 11 Vorticity magnitudes at different valve lifts.

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Experimental study on an IC engine in-cylinder flow
explain the rotation stoppage of paddle wheel at this valve lift.
With increasing the valve lift more, the domination of the left
air jet became clear as more air directed towards the exhaust
side the deflected by the cylinder liner then the flat piston, this
led to a counter clock wise vortix motion (tumble). The tumble
motion started firstly at valve lift 8 mm at the right bottom side
of the cylinder then at valve lift 9 mm the tumble motion
became more stronger and the center transferred towards the
center of the cylinder.
3.5.2. Non-dimensional Rig-Tumble
Fig. 9 illustrates the non-dimensional rig-tumble calculated
form both FEV flow bench and PIV experiments. It can be
seen from the figure that the trend of non-dimensional rig tum-
ble was the same for both cases. The difference might be
related to the fact that PIV experiments were carried out at
two dimensional plane while the paddle wheel experiments
included all dimensions. Moreover, the calculated non-
dimensional rig-tumble from PIV data depended on the ensem-
ble average of all images at each valve lifts.
3.5.3. Average turbulent kinetic energy
One of the key factors responsible for air-fuel mixing specially
in direct injection engines, flame speed and heat transfer is the
turbulent kinetic energy (TKE) [25]. It is quantified by the
average turbulent kinetic energy (Avg.TKE) which was calcu-
lated for the in-cylinder flow using Equation 18 of Reuss [26].
The Avg.TKE of the flow was calculated from the root mean
square (RMS) velocity vector fields, which were acquired from
ensemble average velocity fields by Dynamic studio V3.41 soft-
ware, which in turn were gained from 200 instantaneous veloc-
ity vector fields.
1 1 .
TKE qV 2rms q u2rms v rms
2
18
2 2
where urms and vrms are the RMS velocity components in x
and y directions respectively, while the third component for
2D tumble motion was neglected [B]. The air density in this
study q was assumed to be1 Kg=m3.
Fig. 10 shows the plot of average turbulent kinetic energy at
different valve lifts. It is clear from the figure that the magni-
tude of the average turbulent kinetic energy is increasing with
increase in valve lift. This might be because of the increased air
flow rate and velocity at higher valve lifts. That was finally lead
to that there was a strong tumble motion by the end of intake
stroke at higher valve lifts with high value of the average tur-
bulent kinetic energy which was expected to break down into
small scale structures by the end of compression stroke. Higher
level of turbulence at the time of ignition is definitely expected
to increase the flame propagation especially for direct injection
engines.
3.5.4. Vorticity
Fig. 11 shows the vorticity magnitudes at different valve lifts.
Green area represents the flow rotation in counter clock-wise
direction while blue area represents the flow rotation in clock
wise direction. It can be seen that at lower valve lifts, clock
wise vortices existed behind the intake valves, with vorticity
strength increased with the valve lift increasing. However, the
domination of the left jet led to the formation of counter-clock
wise vortices behind the exhaust valves firstly
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(2017), http://dx.doi.org/10.1016/j.aej.2017.08.015
9
at lower valve lifts and then transferred to the lower center of
the cylinder.
4. Conclusion
The aim of the present work was to investigate the in-cylinder
tumble motion in, a four valves pent roof cylinder head using
two different steady-state flow benches. The same pressure dif-
ference and reference area were selected for comparisons.
Moreover, the FEV flow bench was modified in order to apply
particle image velocimetry (PIV). Full velocity vector maps
were obtained in one vertical (tumble) plane (passing through
the centre of the cylinder, which was located between the two
intake valves) at different valve lifts 2 mm, 5 mm, 8 mm and 9
mm valve lift.
From the experimental results the major conclusions that
can be drawn are:
A reasonably good level of the agreement was achieved
between the two flow benches till about 6 mm valve lift.
After 6 mm Valve lift, the flow inside the FEV flow bench
started to choke, which in turn affected the value of both
flow coefficient and discharge coefficient.
This choking condition led to an increase in the intensity of
rotation of the paddle wheel and resulting in higher rig tum-
ble. This might also be due to the fact that in this method
the piston was positioned inside the cylinder while the tor-
que meter method did not have a piston.
At higher valve lifts a strong tumble motion was generated
with high value of non-dimensional rig-tumble, average tur-
bulent kinetic energy and vorticity magnitude.
A reasonably good level of the agreement was achieved
between data obtained from the two flow benches and PIV
experiments.
Acknowledgment
The authors are obliged to the Universiti Teknologi PETRO-
NAS for providing the center for automotive research and
energy management (CAREM).
We cannot fail also to acknowledge financial and technical
support provided by Ricardo UK.
References
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