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Research Papers

Study on the Intake Valve Close Timing Misalignment Between the Maximum Volume Efficiency and the None Backflow on a Single Cylinder Diesel Engine

[+] Author and Article Information
Fushui Liu

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China;
Beijing Electric Vehicle Collaborative
Innovation Center,
Beijing 100081, China

Zhongjie Shi, Yang Hua, Ning Kang, Zheng Zhang

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China

Yikai Li

School of Mechanical Engineering,
Beijing Institute of Technology,
Beijing 100081, China
e-mail: liyikai@bit.edu.cn

1Corresponding author.

Manuscript received October 27, 2017; final manuscript received July 25, 2018; published online October 15, 2018. Assoc. Editor: David L.S. Hung.

J. Eng. Gas Turbines Power 141(2), 021026 (Oct 15, 2018) (10 pages) Paper No: GTP-17-1581; doi: 10.1115/1.4041169 History: Received October 27, 2017; Revised July 25, 2018

Since the intake valve close timing (IVC) directly determines the amount of displacement backflow and the amount of fresh charge trapped in the cylinder, optimizing the IVC is important to improve the performance of the diesel engine. In this paper, the relationship between the IVC and the displacement backflow of the cylinder at the high-speed condition was studied by establishing a one-dimensional (1D) gas dynamic model of a single-cylinder diesel engine. The results show that the forward airflow mass of intake and the backflow increase as the IVC retards, and the airflow mass trapped in cylinder increases at first and then decreases. It is interesting to find that the backflow does not equal zero when the air mass trapped in cylinder is the largest, which is different from the traditional optimizing strategy on the IVC. That is to say, there exists a misalignment between the maximum-volume-efficiency IVC and the none-backflow IVC. To further verify this interesting misalignment, the airflow characteristics at the optimized IVC condition are studied by establishing a three-dimensional (3D) simulation. It is found that the appearance of backflow is a gradual process, and there exists an overall backflow when the engine volume efficiency reaches its maximum value. In addition, the misalignment is reduced as the mean valve-closing velocity increases. The misalignment equals to 0 only if the mean valve-closing velocity approaches infinity.

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Figures

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Fig. 3

The 1D simulation model

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Fig. 2

Statistical analysis of the pressure traces. (a) the BMEPs and the PMEPs for the test 100 cycles and the averaged cycle and (b) the intake minimum pressures and exhaust maximum pressures for the test 100 cycles and the averaged cycle.

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Fig. 1

The schematic diagram of experimental setup

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Fig. 10

The PV diagram of different IVC cases

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Fig. 11

The air velocity at the intake valve

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Fig. 4

The comparison of in-cylinder pressure between simulation and experiment

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Fig. 16

The position of plane clip and cylindrical clip

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Fig. 5

Calibration of the gas exchange process for the 1D model (intake pressure: 3.5 bar and 2500 rpm)

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Fig. 6

Valve profiles for various IVC strategies

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Fig. 7

Computational meshes and sensitivity analysis results of the base grid. (a) Computational domain and mesh model and (b) in-cylinder pressure results with different base grid (2500 rpm).

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Fig. 14

The trace of in-cylinder pressures and the intake manifold pressures

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Fig. 15

Forward mass/revers mass/trapped mass as a function of IVC

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Fig. 12

Volume efficiency and the end velocity as a function of IVC

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Fig. 13

The mass flow rate across the intake valves

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Fig. 17

Three-dimensional results of the IVC596 case: (a) evolution of the in-plane velocity magnitude and direction and (b) evolution of the cylindrical clip normal velocity magnitude and direction

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Fig. 18

Forward mass/revers mass/trapped mass as a function of IVC for different valve profiles

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Fig. 8

Valve profile of CFD simulation

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Fig. 9

Volume efficiency as a function of IVC

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Fig. 19

The misalignments as a function of engine speeds for different valve lift profiles

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