6. Fluid Motion within Combustion Chamber Turbulence Swirl Squish and Tumble Divided combustion chambers Crevice flow and blowbyTUBULENCEEffect of turbulence High velocities: flows into, out of and within cylinders are turbulent increasing: heat transfer, evaporation, mixing and combustion rates all increase. In addition to the desired turbulence, a rotational motion called swir| is generated on the air-fuel mixture during intake High turbulence during intake, and decreasing as the flow rate slows near BDC. It increases again during compression, as swirl, squish and tumble increases near TDC. The high turbulence near TDC when ignition occurs is very desirable for combustion. It breaks up and spreads the flame front many times faster. The air-fuel is consumed within a short time, and self-ignition and knock are avoided. The shape of the combustion chamber plays an important role in generating maximum turbulence and increasing the desired rapid combustionSWIRLSwirl motion within the cylinder Swirl greatly enhances the mixing of air and fuel to give a homogeneous mixture in the very short time available for this. in modern high-speed engines. It is also. a main mechanism for very rapid spreading of the flame front during the combustion process. ‘Swirl motion Contoured intake runner Contoured valveSwirl ratio Swirl ratio (dimensionless): quantifying rotational motion within the cylinder. Defined in two different ways: (SR); = (angular speed)/(engine speed) = w/N (SR)> = (swirl tangential speed)/(average piston speed) = u/U, Average values of either the angular speed or the tangential speed should be used.Single-cylinder Cl engine with direct injection (Dl) operating at 2000 RPM. Engine has displacement of 1.36 L and compression ratio of 16. SAE PoperNo 730163 © 1975 SAE Internationa Nox (ppm) 450 bf Genk) Injection Timing (TDC) corm) ‘smoke (gnv'n?)Swirl modelling * One simple way of modeling cylinder swirl is the paddle wheel model: — Paddle wheel: no mass. — As the paddle wheel turns, the gas between the blades turns with it, resulting in rotating all gas in the cylinder at one angular velocity The mass moment of inertia of this cylinder of gas 1 = mB?/8 m = mass of gas in the cylinder B = bore= diameter of rotating gas The angular momentum r=lo = solid-body angular velocitySwirl and combustion chamber + Clearance volume close to the cylinder centerline: reducing the flame travel distance + As the piston nears TDC: the radius of the rotating cylinder of air—fuel is suddenly greatly reduced + large increase in angular velocity due to conservation of angular momentum. ‘+ Rapid spreading of flame front through the combustion chamber. 1°] Vein the cylinder head Bow! in the crown of the piston faceSwirl with direct injection + the period of one swirl rotation and the number of holes in the injector nozzle should be related to injection time as injection time = (period of swirl) /(number of holes) Proper design: good _fuel (( \ distribution throughout the entire combustion chamber. \Example problem 6-1 A four-cylinder, 3.2-liter engine running at 4500 RPM has a swirl ratio of 6. The stroke and bore are related as S = 1.06B Calculate: 1. angular velocity of gas mixture in the cylinder using the paddle wheel model. 2. Swirl ratio.1) Equation (6-1) is used to find angular velocity: (SR): = @/N = 6 = w/(4500/60 revisec) 450 revisec 2) For one cylinder: ~ Va Va = (7/4)B2S = (77/4)(1.06)B3 = 0.0008 m3 B = 0.0987 m = 9.87 em ‘$= (1.06)(9.87 em) = 10.46 em = 0.1046 m. Equation (2-2) is used to find average piston speed: U, = 2SN = (2strokes/rev)(0.1046 m/stroke)(4500/60 rev/sec) = 15.7 msec ‘Tangential speed of rotating gas:1) Equation (6-1) is used to find angular velocity (SR), = a/N = 6 = /(4500/60 rewsee) 50 revise 2) For one cylinder: ~ Va = (3.2 L)/4 = 08 L = 0.0008 m? Va = (27/4)B°S = (/4)(1.06)B3 = 0.0008 m3 B= 0.0987 m = 9.87 em 5 = (1.06)(9.87 om) = 10.46 em = 0.1046 m Equation (2-2) is used to find average piston speed: U, ~ 2SN = (2strokes/tev)(0.1046 mi/stroke)( 4500/00 revisec) = 15.7 misecTangential speed of rotating gas: 1% = 2mur = Qarradians/rev)(450 revisec)( (0987/2 m) = 139.5 misec Using Eg, (6-2) to find swirl ratio: (SR)2 = wi/Bp = (139.5)/(15.7SQUISH AND TUMBLESquish bTDC: sudden reduction combustion chamber outer edges volume; clearance volume near the centerline of the cylinder. Squish: radial inward motion of the gas mixture It adds to other mass motions within the cylinder to mix the air and fuel, and to quickly spread the flame front. Maximum squish velocity usually occurs at about 10°bTDC. Reverse squish: expansion stroke begins, the volume of the combustion chamber increases. The piston moves away from TDC, the burning gases are propelled radially outward to fill the now-increasing outer volume along the cylinder walls. This reverse squish helps to spread the flame front during the latter part of combustionTumble Role in modern engines Stratification of the air-fuel mixture: maximizing thermal efficiency while minimizing fuel consumption and emissions. Helping engines to sometimes operate with a stratified charge, other times with a stoichiometric homogeneous charge. How? Special contouring of the piston face and variable timing and lift of the intake valves. Tu imble ratio: increase near TDC. During combustion, tumble energy will be converted to additional turbulence. angular speed of tumble 7 ‘engine speed = (w)/N ‘Tumble action caused by squish as piston approaches TOC. Tumble is a rotational motion about a circumferential axis near the edge of the clearance volume in the piston bowl or in the cylinder head.DIVIDED COMBUSTION CHAMBERDIVIDED COMBUSTION CHAMBERS Clearance volume: 80% main chamber, 20% secondary Combustion: secondary chamber (swirl chamber), then main chamber Intake system design =a rich mixture chamber and in the secondary = lean mixture in the main chamber. Combustion in swirl chamber: rising pressure and flaming gas expanding back through the orifice and acting as a torch ignition for the main chamber. The expanding gas rushing back through the orifice: a large secondary swirl in the main chamber enhancing the combustion there. Net result: a good ignition and combustion engine, operating mostly lean giving good fuel economy. Secondary Chamber (ics sae) (Lean Mitre)1 A 2dzsiter, three-cylinder, fourstroke eyele SI engine with a 9:79-cm stroke is running at 2100 RPM. During the compression stroke, the air-fuel mixture has a swiel ratio, as de- fined by Eq. (1),of 48. At TDC the mixture, which consists of 0.001 kg in each eylinder, is ‘compressed into a clearance volume that can be approximated as a cylindrical bow in the {ace of the piston, as shown ia Fig. 16, It can be assumed that angular momentum is ‘conserved. Caleulate (2) Angular speed of swisl at TDC. [rev/vec] (b) Tangential speed at the outer edge of the bowl at TDC. [m/sec] (©) Switl ratio as defined by Eq, (2) at TDC. Som sNANASNANANAS 4 x 7 / Piston / FIGURE 16Eq, (2-8) for 1 cylinder ‘Vq = 2.4/3 = 0.8 L = 0.0008 m? = (7/4)B*S = (/4)B*(0.0979 m) B = 0.102 m = 10.2 em Eq, (6-1) during compression stroke (SR), = GIN = 4.8 = «/(2100/60 rev/sec) @ = 168 revisec Eq, (6-3) gives mass moment of inertia during compression T= mB'8 = (0.001 kg)((0.102 m)"8 = 130 x 10° kg-m? Eq. (6-4) gives angular momentum, T= To = (130 x 10* kg-m*)(168 rev/sec)(2ar radians/rev) = 0.001372 kg-m’/see@ mass moment of inertia at TDC 1 = 0.001 kg)(0.060 m)%8 = 4.50 x 10° kgm? using Eq. (6-4) keeping angular momentum constant © = TM = (0.001372 kg-mvsec)/[(4.S x 107 kg-m’) (2 radiansirev)] = 485 rev/sec Gor = (485 rev/see)(2e radians/rev)(0.03 m) = 91.4 m/sec © Eq. 2-2) U, = 2SN = (2 strokes/rev)(0.0979 m/stroke)(2100/60 rev/sec) = 6.853 m/sec Eq. (6-2) (SR), = uO, = (91.4 m/sec)/(6.853 m/sec) = 13.3CREVICE FLOW AND BLOWBYPiston ring- pack crevice Valve seat creviceEscaping Exhaust Compression stroke EscapingPiston rings Compression Rings (Top and Second ring) Seal the clearance gap between the piston and cylinder walls. Made with highly polished surfaces and are spring loaded against the hard and polished oylinder walls Forced to the bottom surface of the ring Broove as the piston if moving to TDC, gas leak into the grove at the top. When piston is moving down on the power stroke, compression rings are forced to the top of the ring grooves, and trapped gas can flow out of the groove and down along the piston, The second compression ring is to stop some of the gases that have leaked pass the first ring Another path from which gases leak past the piston rings is the gap where the two ends meet. Gil Control Rings + lubrication and no resistance to gas leakage. ‘+ the film of oil between the piston and cylinder walls is a major gas sealant restricting gas flow past the piston,Crevice flow and blowby Crevices (1-3% Ve) * Clearance between the piston and cylinder wall (about 80%) + imperfect fit in the threads of the spark plug or fuel injector (5%) + gaps in the gasket between head and block (10-15%). Blowby the gas that gets totally past the piston and ends up in the crankcase. Reverse blowby Late in the power stroke, when the exhaust valve opens, pressure between the compression rings will be greater than in the combustion chamber, and some gases will be forced back into the chamber. Secale” & Chm? LZ!Crevice volume of an engine equals 2% of the total clearance volume. It can be assumed that pressure in the crevices is about the same as in the combustion chamber but the temperature stays at the cylinder wall temperature of 180°C. Cylinder inlet con- ditions are 60°C and 98 kPa, and the compression ratio is 9.6:1 Calculate: 1. what percent of the fuel is trapped in the crevices at the end of the compression stroke 2. what percent of the fuel ends up in the exhaust due to being trapped in the crevice volumeItcan be assumed that only 80% of fuel trapped in the crevice volume gets burned later in the power stroke. Using Eqs. (3-4) and (3-5) for conditions at the end of compression stroke: P, = Pi(r.) = (98 kPa)(9.6)!*8 = 2076 kPa Th = Tilre)t~1 = (333 K)(9.6)05 = 735 K = 462°C Mass in crevice as a fraction of clearance volume: Merex = PV/R' = 0319 Ve (2076 kPa)(0.02V, m3)/ (0.287 ki/kg-K)(453 K) Mass in the combustion chamber at TDC: ‘Meranis = (2076 kPa)(V-)/(0.287 kIikg-K)(735 K) = 9.841 V, 1) Percent of fuel in crevice: % = [(mezev)/ (moras }]}(100) = [0.319 V-)(100)]/((0319 Ve) + (9.841 V,)] = 3:14 % 2) Twenty percent of this fuel does not get burned: percent of total not burned = (0.20)(3.14) ‘This is fuel lost in the exhaust due to crevice flow. Additional fuel is lost due to mixing and combustion inefficiencies. 63 %