Single Cylinder Motored SI IC Engine Intake Runner Flow Measurement Using Time Resolved Digital Particle Image Velocimetry

Justham, T; Jarvis, S.; Garner, Colin P.; Hargrave, Graham K.; Clarke, A.G.; Richardson, David

doi:10.4271/2006-01-1043

Cited by 16 publications

(25 citation statements)

References 12 publications

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“…It was possible to speculate therefore that the reduced spray tip penetration observed for the exhaust plume of iso-octane was attributable to the removal of the spray leading edge and/or faster entrainment and evaporation of the spray tips. This would also be compatible with the strong tumble flow present in this region of the cylinder, observed by PIV in [15,16]. The higher intensity droplet field for gasoline at 25° CA ASOI indicated that the wide range of gasoline's volatility was probably responsible for the lower evaporation rates, e.g.…”

Section: Tumble Planesupporting

confidence: 65%

“…To understand the incoming flow, the pressure wave dynamics in the intake manifold had to be firstly understood. Information about the flow conditions in the intake manifold and inside the pent-roof of this engine was available from PIV work [15,16]. Specifically, the PIV work had shown that the strength and location of several in-cylinder flow features, such as the vortex located just above the piston crown on the intake side of the combustion chamber (see Fig.…”

Section: Single Injection Strategy -Spray Formation and Flow Interactmentioning

confidence: 99%

“…4 which represent the mean flow patterns as have been quantified on the same planes by PIV. The respective flow data have been presented in detail elsewhere [15][16][17] and are only used here to aid interpretation of our spray imaging observations. The three aforementioned planes of spray imaging were studied primarily with gasoline and iso-octane fuelling.…”

Section: In-cylinder Spray Imagingmentioning

confidence: 99%

“…Gasoline, iso-octane, ethanol, n-butanol and E10 (blend of 90% gasoline with 10% ethanol) fuels were used in order to decouple effects related to fuel type and volatility at both low-load and fullload engine operating conditions. Analysis of these data is done in the current paper in conjunction with incylinder flow and fuel concentration data that have been obtained in three optical engines of identical geometry and at the same operating conditions using Particle Image Velocimetry (PIV) [15][16][17], Planar Laser Induced Fluorescence (PLIF) [18,19] and in-cylinder Fast Flame Ionisation Detection (FFID) at the spark-plug location and pentroof wall at ignition timing [7].…”

Section: Present Contributionmentioning

confidence: 99%

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An experimental database on the effects of single- and split injection strategies on spray formation and spark discharge in an optical direct-injection spark-ignition engine fuelled with gasoline, iso-octane and alcohols

Serras-Pereira

Aleiferis

Richardson

2014

International Journal of Engine Research

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This paper presents results from a comprehensive optical study of a direct-injection spark-ignition research engine running on gasoline, iso-octane, ethanol, n-butanol and E10 fuels injected from a multi-hole injector located centrally in the combustion chamber. The analysis was based on images of spray development, spark discharge and combustion to understand the effect of injection strategy early and late in the cycle on in-cylinder phenomena. Specifically, 'single' injection strategies at different timings from early to late intake stroke, as well as multiple 'split' injection events with triple pulses in the early intake stroke or double pulses in the intake stroke and late compression stroke were investigated. The engine was run at 1500 RPM at part and full-load conditions (0.5 bar and 1.0 bar inlet plenum pressure, respectively). Engine coolant temperatures of 20-90 °C were employed to understand how the fuel's volatility was related to the phenomena observed. The sprays were imaged for a series of cycles primarily by Laser-sheet illumination on one vertical and two horizontal planes to identify three-dimensional aspects of the spray's development and its interactions with the incoming flow, valves, piston and liner. There was a clear trade-off between the earliest single injection timings in the intake stroke that reduced valve interactions but increased piston impingement and the latest single injection timings towards the end of the intake stroke which reduced piston impingement but increased valve interactions and resulted in less time for fuel evaporation and mixing before ignition timing. The triple injection strategy eliminated effects related to impingement. The spark discharge was also imaged for a series of cycles with all injection strategies and clear differences were observed. Selective combustion imaging provided insights into the flame's growth and motion with early and double early-late split injection strategies. The double early-late injection strategy demonstrated the potential for control of the mixture formation and flow field over the early flame development stage of combustion.3

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Section: Tumble Planesupporting

confidence: 65%

Section: Single Injection Strategy -Spray Formation and Flow Interactmentioning

confidence: 99%

Section: In-cylinder Spray Imagingmentioning

confidence: 99%

Section: Present Contributionmentioning

confidence: 99%

See 2 more Smart Citations

An experimental database on the effects of single- and split injection strategies on spray formation and spark discharge in an optical direct-injection spark-ignition engine fuelled with gasoline, iso-octane and alcohols

Serras-Pereira

Aleiferis

Richardson

2014

International Journal of Engine Research

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“…More recently kHz range high-speed PIV has been utilised for typical 2D flow mapping but also with volume-based characterisation that can be used for validation of Large Eddy Simulation (LES) of engine flows [7][8][9]. High-speed PIV allows crank-angle resolved measurements to be undertaken and has been shown to give insights into the field of cycle-to-cycle flow variability, including spray-flow and flame-flow interactions [10][11][12][13][14][15][16], nevertheless at the expense of data storage requirements, especially if large numbers of cycles are sought after for statistical analysis.…”

Section: Introductionmentioning

confidence: 99%

Modulation of integral length scales of turbulence in an optical SI engine by direct injection of gasoline, iso -octane, ethanol and butanol fuels

Aleiferis

Behringer

2017

Fuel

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In-cylinder air flow structures are known to play a major role in mixture preparation and engine operating limits for spark-ignition engines. In this paper PIV measurements were undertaken in an optical spark-ignition at 1500 RPM, part-load with 0.5 bar intake plenum pressure. One of the PIV planes was vertical, cutting through the centrally located spark plug (tumble plane). The other plane was horizontal 1 mm below the spark plug ground electrode (swirl plane). The effect of engine head temperature was also examined by using engine-head coolant temperatures of 20 °C and 80 °C. The flow field was examined late in the compression stroke at typical ignition timing. The study was conducted under air-only motoring engine conditions but also under fuelled conditions in the early intake stroke using direct injection of gasoline, iso-octane, ethanol and butanol fuels. The flow field under air-only motored conditions showed velocities between 3-5 m/s predominantly from intake to exhaust. Little differences were observed between hot and cold engine-head temperature; typically ~10% larger mean velocity and turbulent kinetic energy was seen on the intake side. Integral length scales were on the tumble plane between 2-4.5 mm in the vertical and 4-7 mm in the horizontal direction. The swirl view showed scales between 4-10 mm, larger at cold than at hot engine-head conditions. The vertical length scales appeared to be limited by the clearance height, scaling typically by about 10-15%. The horizontal components scaled to the cylinder bore diameter by about 5-12%. The fuel injection process in the early intake stroke led to little differences in the general mean flow structure at ignition timing, except for a small increase in the maximum velocities, ~10%. The turbulent kinetic on the tumble plane was highest towards the exhaust side of the engine under non-fuelled engine conditions but fuel injection resulted in highest values on the intake side. The integral length scales with fuel injection were of the same order of magnitude to those of air only measurements on the tumble plane, but showed distinctly larger areas with length scales up to 9 mm on the swirl plane. Differences between fuels for their fuel specific injection duration were small, with average length scales between 4-6 mm. Ethanol exhibited typically largest scales and butanol smallest.3

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Quantitative metrics for comparison of in-cylinder velocity fields using particle image velocimetry

et al. 2020

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The in-cylinder flow field plays a key role in determining the combustion performance of internal combustion engines (ICEs) and it is critically important to validate numerical simulations of the flow field by comparison to experimental measurements using techniques such as particle image velocimetry (PIV). With the current trend for high-speed diagnostics, methods for quantitative comparison of vector fields are required which can provide robust spatially averaged results, without inspection of individual flow fields. The quality of match between vector fields, when quantified using current metrics such as the relevance index (RI), can be overly sensitive to the alignment of regions of low velocity such as the tumble vortex centre. This work presents complementary metrics, weighted using a function of the local velocity, for robust quantification of the alignment and magnitude differences between vector fields, the weighted relevance index (WRI) and the weighted magnitude index (WMI). These metrics are also normalized and combined in the combined magnitude and relevance index (CMRI). PIV measurements taken up to every 2 crank angle degrees within the tumble plane of a motored, optically accessible ICE are used to demonstrate the motivation for development and the application of the WRI, WMI, and CMRI metrics. The metrics are used to determine the number of cycles required to provide a representative mean flow field and to identify single cycles of interest. Variability of the flow field is quantified using the metrics and shows high variability in the region of the spark plug near typical ignition timings.

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Single Cylinder Motored SI IC Engine Intake Runner Flow Measurement Using Time Resolved Digital Particle Image Velocimetry

Cited by 16 publications

References 12 publications

An experimental database on the effects of single- and split injection strategies on spray formation and spark discharge in an optical direct-injection spark-ignition engine fuelled with gasoline, iso-octane and alcohols

An experimental database on the effects of single- and split injection strategies on spray formation and spark discharge in an optical direct-injection spark-ignition engine fuelled with gasoline, iso-octane and alcohols

Modulation of integral length scales of turbulence in an optical SI engine by direct injection of gasoline, iso -octane, ethanol and butanol fuels

Quantitative metrics for comparison of in-cylinder velocity fields using particle image velocimetry

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