Analysis of In-Cylinder Air Motion with LDV Measurement and Multi-Dimensional Modeling Teruyuki Itoh, Yasuo Takagi, Tokuhei Ishida, ‘Shigwo Ishikawa and Tsuyoshi Ishikawa Nissan Motor Co., Ltd Central Engineering Labi Natsushima-cho, Yokosuka 237 ABSTRACT ‘The tangential and axial velocity in a hemispherical combustion chamber using a conventional gascline engine is measured by means of ‘laser doppler velocimetry (L.D.V.). At the same. time, an axi-synmetric two-dimensional model for Simulating the gas flow in combustion chambers is applied. The svirl ratio as initial conditions for the numerical calculation was derived from LDV Measurement. The shift of the swirl center and the incline of the avirl plane is observed through the results of LBV measurement. Good agreement between measured and ‘calculated results is obtained under the driving condition where the measured swirl center is close to the cylinder axis. Moreover, modifying the calculated velocities in giving an excentricity of swirl center obtained from experiment results in good quantitative agreement with the measured results even Af the swirl center is not coincident with the cylinder axis. Numerical calculation of gas motion combined with LDV Measurement’ improves understanding of the gas flow in a combustion chamber under realistic driving conditions, INTRODUCTION Making use of optimized air motion has long been a goal for obtaining stable, smooth and economical operation in spark ignition engines. Several engines that emphasize intake Jair motion to improve fuel economy (1)(2} and meet the severe emission standards in the U.S.A. and Japan, have been put on the market. “In addition, a lean burn engine system (3) has been developed with a swirl. control valve at the herical intake port that generates high swirl ratio during partial load operation. However, details of quantitative air motion, if a combustion chamber, such as the spatial distribution of velocity and turbulence and its variation in time, are not. fully understood. A long-used hot wire anemonetry (4) that could not detect “the 18s direction of flow has been replaced by laser doppler velocimetry (L.D.V.) because LDV can ‘determine the direction of air flow in the combustion chanber, Results of measuring the direction of mean flow and turbulence intensity of squish flow in a side valve spark ignition engine with LDV are reported by Asanuma et al, (5) and those in a piston bowl by Vatidis (6) and Murakami et al. (7)~ However, LDV is not always the best and only way to understand complicated three dimensional air motion in a cylinder because measuring points are restricted to a limited space by the presence of valves and the motion of a piston in actual engines. On’ the other hand, comprehensive nunerical multi-dinensional models to Simulate the in-cylinder dynamics of air motion and combustion are being developed (81(9)(10). One smerit. of the multi-dimensional model is that it can present three-dimensional distribution of Fluid flow, gas temperature and chemical species. One of the problens to be solved in multi-dimensional modeling is verification of calculated results with experimental data Comparison of calculations for gas flow with a two-dimensional mode! and experimental results with LDV was reported by Gosman et al. (11), Matsuoka et als (42) among others. Most of the works were carried out with diesel engines having a bowl in a piston (aIP) with a high one way swirl. Few reports on’ gasoline engines have “been published. This is because Gas dynamics in the combustion chamber of a, conventional gasoline engine are a little more ‘complicated than those of a. BIP diesel engine. In general, most of the chambers have a flat configuration and the swirl is not so high. The main objectives of this study are to examine the three-dimensional in-cylinder gas dynamics of a gasoline engine with a flat hemispherical combustion chamber by LDV measurement and calculation with an __axi-symmatric fhunbers in parenthese Gesignate references at end of papermodel. In addition, a proposal is presented for extending applications of the two-dimensional axi-synnetric model. two-dimensional EXPERIMENTAL APPARATUS vest Engine A test engine used in this experiment is a water-cooled 4 stroke single cylinder engine that have flat hemispherical combustion chamber configuration. The main specifications of the test engine are shown in Table 1, Lubricant-free piston rings were used to prevent the windows from staining with oil and seeding particles. TABLE 1. ENGINE SPECIFICATIONS Bore x stroke (mm x mm) 76 x 78 Displacement volume (cc) 352.8 Chamber configuration hemispherical Compression ratio gil optical set Up for upv ‘The forward scattering LOV was used throughout this experiment in order to obtain better signal to noise ratio of the Scattered light than that of the backward scattering LDV. Bragg cell shifter was The optical access for_— tov measurement was provided by two quartz windows installed in the cylinder head. The diameter of guarte windows was 10 millimeters. Laser and LDV. optics were set on the bed which enabled them to nove three dimensionally. Seeding particles used in this experiment is a SAE-fine dust which has mean diameter of 0.6 microneter. The seeding particles were supplied to an intake port by a seeding generator which could keep the density of seedin: particles steady according to the esr amount supplied to the cylinder. A detail of the optical components and data. are shown in Appendix A. Experimental Condition The engine vas motored at an engine speed of 1400 rotation per minute (r.p.m.) and a charging efficiency of 408, the equivalent load’ conditions for 40° kn/n road-load operation. Velocity measurement at an engine speed of 700 rpm end charging efficiency of 40 % as also performed. The statistical treatment for acquiring the mean velocity was the moving time average method, Sampling intervalsa @ Consisting of arbitrarily _ shaped guadrilaterals, was employed for finite-difference “calculation. The velocity at a point corresponding to the LDV measuring was obtained through interpolation by using the velocity of several grids which surround the measuring points. The boundary condition throughout this study was free slip. g0°BTDC = 6OBTOC30°BTDC 10° BT INE : 700 rpm) ® E a ! i= t Fig. ¢ 1 Hee Be OC 87 RESULTS Tangential Velocity R tine history of tangential component in measured mean velocity at each measuring point under engine speed of 3400 rpm are shown in the upper part o: Fig. “3, distributions of the tangential component at the selected crank angle are shown in the upper of Fig. 4. The following characteristics can be observed in these figures. Between around 130 deg TOC and 90 deg BTDC, absolute velocity values at each Measuring point increase slightly (indicated by an arrow "a"). The piston motion that pushed up the main flow toward the measuring point aight cause the change in velocities. e Pi e < ‘ # sf 2 ce: z X Te =40 te 5 ‘ # i a \ 2. Fe OO cea SO este TOC ers 0 e000. CRANK ANGLE (deg ATOC ) Tangential and axial mean velocity - measured Toc wrAToc §=—-S0"ATDC. BOAO assis Tangential mean velocities - measuredNE: 1400rpm B so°BTDe YP BTOC , 30°BTDC 10° BTC = 8 ty 4 me vig. 5 ania nean Between around 90 deg BTDC and 10 deg arpc, all velocities seen to change their values almost evenly. (indicated by "pb" and "e") It can be explained by following Understanding obtained from Fig. 4. fough tangential air flow in the chanber behave almost like a solid body in all crank angles, a center of the swirl flow does not coincide with a center of the cylinder and the center changes its Yocation time by time. From the observation it can be said that tangential velocity measured at a fixed point’ might be strongly affected by the eccentricity and the movement of the swirl center. As the eccentricity of the swirl center under 700 rpm operation is small, especially after 30 deg BIDC, as is shown in the lower part of Pig. 4, the effects of gwizl ‘center movement’ on measuring velocity should depend on engine speed. Moreover, it can be observed fron Fig. 4 that entire tangential velocities tend to decay and show more complicated velocty distribution after around 60 deg aTpc. Axial Velocity RES’ Eine history of axial component in measured mean velocity at each measuring point under engine speed of 1400 rpm are Ehown in the lower of Fig. 3, distributions of the axial component at the selected crank angie are shown in Fig. 5. It can be observed fron the figure 188 Toe i woraToC ; SOrATOC one ie locities - measured that large twin vortices are generated between 90 deg. and 60 deg, BTDC as are shown with arrows. On the other hand, single counter-clockwise _ voltex is observed at an crank angle after 10 deg RTDC. Between these periods axial component of mean velocity consists only upward flow. These results also suggest that flow pattern in the complicated behavior and configuration tine by time. Taree-dimensional Gas Flow The tangential component and the axial component of measured mean velocity under 1400 rpm operation shown in Fig. 4 and Fig. $, respectively, are illustrated in a same coordinate as are shown in Fig. 6. From this figure, it is clear that air motion in the combustion chamber is very plicated and it is not so easy to capture the direction and velocity value of mainflow plane on the measuring line. In order to understand these complicate flow field more deeply, data of a three-dinensional velocity’ distribution are required, such as by means of three-dimensional LDV measurement or by nulti-dimensional numerical calculation. Understanding of Flow Field with ‘Axi -Synmetric Two-Dinent ional vodelin valve_for ‘to adopE Swirl ratio as an initial punerical calculation. In order WW'BTOC60°BTOC 30°BTDC 1e°BTOC Ne Ua0rpm ‘SWIRL RATIO: 2.15, FREE SLIP. MEAN VELOCITY IN ms! Toc 60°ATDC 30°ATOC TOPATOC aa Fig. 7 Contours of tangential velocities - calculated the results of numerical calculation for It is seen that the calculated result is Standing of flow field in the quantitatively and qualitatively far from experiment, calculaton was performed with measured one under his operation. The the “same Combustion chamber configuration existance in the eccentricity of swirl a8 was used in the experiment and with an center, however, was observed in’ the inital value of swirl ratio which is experiment. As 'the profile of tangential erimental result. velocity has a steep inclication, a small equivalent to the @: perimental swirl ratio was calculated shift of swirl. center might” cause iron an inclination of velocity differences "in _measuring” reales, Zistribution of tangential conponent as is Inaginning that” calculated value ‘aigh¢ geen in Fig. 4. The swirl ratios given have the’ eccentricity, the center of zron the initiel Value are 2.15 at. crane calevalated tangential’ volocity ficlas, fagle of 130 deg. STDC both under 700 and such is shown in Fig. 7, ‘were thifeed ¢o 1160 ren operation. the swirl center that vas decided by the experiment. “A dashed line in the Fig, 8 Gonpacison of calculation and Shows velocity at point D, which renaine eS _—___E_||___E contours of Taigential” velocity obtained compensated velocity shave quantitatively fon ‘numerical calculation at selected and qualitatively, good "ageeenent with rank angles under 1400 cpm. Tine curves measured one. it “can be sald fron the of the velocity both calculated and result thats flow field caleulates with Measured at point D are shom in fig. 8. two-dimensional axi-syanceric sumaseal nodeling aight indicate che equivaicnt mesmo flow field in the combustion chanber of 8 ui tow realistic engine expect for the z easing it = eccentricity of the swicl center. Using ea the calculated flow field. of tangential E velocity. shown in Fig. 3, “following = deeper conprenensions than those with LOv Ea measurement are obtained. During 8 Gonpression stroke up to around 10” deg. a BTbc tangential velocity. increases g according to upward piston’ motions A S velocity” boundary layer appears around at Zo} 30 deg. aTDc and it develops mainly on a 3 Surface of cylinder and cylinder heads 2 The decay in’ swirl velocity that was a o a observed in the measured results around a FM Yoo in Fig, 4 is seen to be caused by the See eee (aed AIDE) boundary layer on the surface of cylinder Fig. 8 Comparison between calculated Read. A conplex behavior in tine history and measured tangential velocities of measured velocity that was seen afteTDC in Fig. 3 might be understood because neasuring points are arranged in the complicated boundary layer in Fig. 7. Moreover, the existance in the eccentricity of swirl center makes the Feasured velocity more complex. On the contrary, calculated tangential velocity shows good agreenent with measured one under “700 rpm operation shown in Fig. 9. It is because the eccentricity of swirl center under 700 rpm operation is small and swirl pattern keep solid-body like velocity distribution through the stroke a5 is shown in the lover of Fig. 4. [Re = 70D rem Me: 20% 8 7 [Measuring Point :0) MEAN VELOCITY (rn/s) 4 = 0 oO CRANK ANGLE (deg ATOC) Fig. 9 Comparison between calculated and measured tangential velocities concLUsroNs Following comprehensions to air flow field in such an flat hemispherical combustion chanber as is used for spark ignition engines were derived from this study. (7) Although distribution of tangential velocity. in the chamber is basically solid-body-like, a center of the swirl does not coincide with the center of the cylinder and the swirl center should be wondering around tine by time. (2) & decay in swirl in TDC and vicinity should be affected by the boundary layer Geveloped on the surface of cylinder head. (3) Axial flow has twin vortices in the compression stroke and it turns to single counter-clockwise voltex after TDC. (4) An axi-symmetric two dimensional gas flow model if ane of methods to give muita dimensional informations to the data which were obtained with non-molti dimentional measurement. REFERENCES + Harada, M., Kadota, T., and Sugiyama, Yu, Nissan NAPS“Z Engine Realizes Better Fuel Economy and Low NOx Emission," SAE Trans, Vol. 90, Paper No, 810010, 1981. : Nakamura, H., Ohinouye, T., Mori, x. Kyota, | Y., and Nakagami, | T., "Development of a New Conbustion system in Gasoline Engine," SAE Paper 780007, 1978. 190 3. Inoue, T., et al., “Development of Toyota Lean Combustion System,” S8= Paper 850044, 1985, 4, Witze, P.0., "A Critical Comparison of Wire'Angnomentzy and Laser Doppler cimetry | for T.c. Engine Applications," SAE Paper 600132, 1860. 5. Asanuma, T., and Obokata, 7., "Gas Velocity Measurenents of a Motored and Firing Engine by Laser Anenonetry,” SAE Paper 790096, 1973. Vafidis, C., "Influence of Induction irl and Biston Configuration on Air Flow ina Four-Stroke Model Engine" Proc. of T.M.E., Vol. 198C No. 8, 1964. + Murakami, K., Arai, M., Hiroyasu, #., and Magiyana, ke, || "Flow ina Combustion Chamber of the D. Diesel Engine," JSAE pre-Print 6 p.135-140, 1984. “(in Japanese) Borgnakke,’ C., Davis, G. C., and Tabacaynski, "predictions of In-Cylinder’ Swirl Velocity and Turbulence Intensity for an hanber Cup in Piston Engine," Paper 810224, 1981. Kisaka, T., Shimamoto, Y., Isshiki, Ye, and shibata, ?., "#wumerical Simulation Method in cylinder Gas Flow of 4 Cycle Engine" (Part 1: The Analysis of Gas Flow in Induction Period), 4th Joint symposium on Internal Combustion Engines. (in Japanese), 1984. 10. Gesman, A. D., Teui, Y. ¥., and Watkins, A. P., "Calculation of Three Dinensional Air Motion in Model Engines," SAE Paper 840223, 1984, V1. Gosnan,' A. De, aud, ¥. Ye, and vafidis, ‘c, “Plow ih a Hodel Engine with a Shrouded Valve - A Combined Experimental and Computational study,” SAE Paper 850496, 1985. 12, Matsuoka, —S.,'_-Kamimoto, : Mochinaru, 'y., and Urushihaza, 7. Morita, #., “LDA Measurement and a Theoretical’ ‘Analysis of the Cylinder Air Motion in a Diesel Engine," SAE Paper 850106, 1985. 13. Kondoh, T., Fukumoto, a., Ohsawa, K., and Ohkubo, Y., "An Assessment of a Malti-DinenSional Numerical Method to Predict the Flow in Internal Combus- tion Engines," SAE Paper 850500, 1985. 14. Cloutman, L. D., Dukowiez, J. Key Ranshaw, J. D.," "and Amsden, 2. Avy "CONCHAS-SPRaY," Los Alamos’ National Lab. Report, 1A-9294-Ns, 1962. ACKNOWLEDGEMENT We wish to particularly thanks mr. Yoshitaka Suzuki in the Conputer Service Section and Mr. Takao Itoh for. his remarkable skill throughout. the LDV. measurement,APPENDIX A Laser Doppler velocimetry a argon ion laser with an output of 4 watts was used in this study. The optical arrangement of the LDV system is Shown in Fig. Al, ‘The two-dimensional backward scattering measurenent can be employed with this LDV. However, the forvard scattering LDV was used throughout the experiment because of a good signal to noise ratio, The measuring direction in velocity vector of notion in a bastion chamber was ched in turn fron tangential component to axial conponent. The total angle of the bean intersection was chosen point by point to avoid disturbance by the oraque cylinder wall, The optical specifications are Shows in Table Als Ar ion laser Bragg cell Color separator prism Beam expander Front lense Measuring volume Pin hole Photo multiplier tube Fig. Al. @2980800 optical arrangements of LDV systen Table Al. OPTICAL OXTA Laser wavelength 514.5 mm Lager source power 50 aw Focal length of 310 mm a focusing lens Total angle of 6.4%, 3.2% intersection Intersection volume 1.29, 2.57 mm length Intersection volume 0.072 mm diameter Range of frequency 40 Mie shifter Frequency responce 120 whe processor calibration factor 9.4, 4.8 msl/tne APPENDIX B Application of Drop out Signa: When the mean velocity was calculated by using an analogue velocity signal from 19 Doppler burst signal a tracker processor, the drop out signal was simultaneously’ employed. "Drop Out" Means worse conditions such as an absence in a particle and existance of plural particles in a measuring volume. as the velocity signal from the tracker doesn't Show the correct velocity under drop ow condition, it was used to select correct data digitalized by the crank angle pulse fron a rotary encoder attached to a camshaft. An example of the drop out Signal and doppler burst signal are shown in Fig. BI. The mean velocities calculated by the moving average method to. be described later in detail were obtained under three threshold levels of 40, 70 and percentages. The results are shown in g.. 82, Since no difference among these results could be seen, the threshold level 50 8 was used throughout this study. 90 [Dep Out ta Sn Re 700 rom Me 8a [Sampling Inia "SEA T ie carer ity Schober. MEAN VELOCITY ms CRANK ANGLE (deg ATOC) E£fect of slice level about the drop out signal Fig. B2. Investigation in Statistical Calculation Tn general, there are sone methods for statistical calculation of random signals. According to the investigation so far, the ensemble average method cannot separate the turbulence fron cyclic variations of mean velocity and. the stationary time averaging method do not give an instantaneous mean velocity. On the contrary, since the moving average method is seemed to be superior to then an Account of its available flexibility such as obtaining the variation of mean Velocity and instantaneous mean velocity, this method was used throughout this study. The averaging cycle number forstatistical calculation was 400. As the analogue out-put sign: 5 digitalized with 2 0.25 deg. crank angle through each the sampling frequency under the of 1400 rpm operation 33.6 kHz. Measurenen cessor was used throughout are turbulent intensity both processors. The data ate shown in As the mean velocities obtained gnals from and track fo have no difference during compression and expansion stroke, only the output signal from tracker was’ used in this study. Counter signal Tracker signal Fig. 83. Signals from tracker and counter APPENDIX ¢ NOMENCLATURE two-dimensional vector operator two-dimensional fluid velocity Wo = swirl velocity R coordinate parameter cylindrical coordinate rectangular coordinate partial mass density of total mass density species diffusivity rate of change of 2 due to evaporation or condensation = pressure viscous stress tensor cylindrical viscous stress ronentun per unit volume per unit tine transferred from the spray droplets to the fluid external force per unit mass swirl stress vector angular momentum per unit volune per unit tine transferred from spray drops to the fluid specific internal energ: the £1) heat flux vector the rate of chemical heat release Qs = source term associated with the interaction between the spray droplets and fluid = the dimensionless stoichiometric fficients for the rth faction = Xe = One mole of species x a of Is 192