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Research Papers: Internal Combustion Engines

In-Cylinder Flow Correlations Between Steady Flow Bench and Motored Engine Using Computational Fluid Dynamics

[+] Author and Article Information
Xiaofeng Yang

GM R&D,
Pontiac, MI 48340
e-mail: xiaofeng.yang@gm.com

Tang-Wei Kuo, Orgun Guralp, Ronald O. Grover, Jr., Paul Najt

GM R&D,
Pontiac, MI 48340

Contributed by the IC Engine Division of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received October 19, 2016; final manuscript received December 9, 2016; published online February 23, 2017. Editor: David Wisler.

J. Eng. Gas Turbines Power 139(7), 072802 (Feb 23, 2017) (8 pages) Paper No: GTP-16-1502; doi: 10.1115/1.4035627 History: Received October 19, 2016; Revised December 09, 2016

Intake port flow performance plays a substantial role in determining the volumetric efficiency and in-cylinder charge motion of a spark-ignited engine. Steady-state flow bench and motored engine flow computational fluid dynamics (CFD) simulations were carried out to bridge these two approaches for the evaluation of port flow and charge motion (such as discharge coefficient, swirl/tumble ratios (SR/TR)). The intake port polar velocity profile and polar physical clearance profile were generated to evaluate the port performance based on local flow velocity and physical clearance in the valve-seat region. The measured data were taken from standard steady-state flow bench tests of an intake port for validation of CFD simulations. It was reconfirmed that the predicted discharge coefficients and swirl/tumble index (SI/TI) of steady flow bench simulations have a good correlation with those of motored engine flow simulations. Polar velocity profile is strongly affected by polar physical clearance profile. The polar velocity inhomogeneity factor (IHF) correlates well with the port discharge coefficient, swirl/tumble index. Useful information can be extracted from local polar physical clearance and velocity, which can help for intake port design.

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References

Figures

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Fig. 1

Split intake ports of A, B, and C engines

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Fig. 2

Steady-state flow bench model with measuring disk (5 mm thickness)

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Fig. 3

The A engine model with intake runner and exhaust pipe

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Fig. 4

Valve lift profiles

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Fig. 5

Intake port polar physical clearance profile of engine A (steady flow bench at valve lift of 10 mm and SCV fully open)

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Fig. 6

Intake port polar velocity profile of engine A (steady flow bench at valve lift of 10 mm and SCV fully open)

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Fig. 7

Comparison of measured and calculated flow bench discharge coefficient for engine A with SCV fully open

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Fig. 8

Comparison of measured and calculated flow bench swirl index for engine A with SCV fully open

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Fig. 9

Comparison of measured and calculated flow bench tumble index for engine A with SCV fully open

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Fig. 10

Swirl/tumble ratios as function of crank angle of whole cycle of motored engine flow simulation for engine A with SCV close

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Fig. 11

Swirl ratio of motored engine flow simulations and swirl index of steady flow bench simulation at valve lift of 10 mm for engines A, B, and C with SCV closed

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Fig. 12

Tumble ratio of motored engine flow simulations and tumble index of steady flow bench simulation at valve lift of 10 mm for engines A, B, and C with SCV close

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Fig. 13

Intake port polar velocity profile and polar physical clearance profile of steady flow bench simulations of engine B with SCV fully open at valve lift of 6 and 10 mm

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Fig. 14

Intake port polar velocity and physical clearance profiles of steady flow bench simulations of engine B as a function of angle around intake valve axis for both filling and motion intake ports at valve lift of 6 and 10 mm

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Fig. 15

Correlation of CdVa and polar velocity IHF for steady flow bench simulations with SCV close at valve lift of 10 mm for engines A, B, and C

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Fig. 16

Correlation of swirl index and polar velocity IHF for steady flow bench simulations with SCV close at valve lift of 10 mm for engines A, B, and C

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Fig. 17

Correlation of tumble index and polar velocity IHF for steady flow bench simulations with SCV close at valve lift of 10 mm for engines A, B, and C

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