Research Papers: Flows in Complex Systems

Flow Induced Energy Losses in the Exhaust Port of an Internal Combustion Engine

[+] Author and Article Information
Yue Wang

National Key Laboratory of Aerodynamic
Design and Research,
Northwestern Polytechnical University,
Xi’an, Shaanxi 710072, China

Bernhard Semlitsch

Linné Flow Centre,
Department of Mechanics,
KTH Royal Institute of Technology,
Stockholm SE-100 44, Sweden
e-mail: bernhard@mech.kth.se

Mihai Mihaescu

CCGEx, Linné Flow Centre,
Department of Mechanics,
KTH Royal Institute of Technology,
Stockholm SE-100 44, Sweden

Laszlo Fuchs

CCGEx, Linné Flow Centre,
Department of Mechanics,
KTH Royal Institute of Technology,
Stockholm SE-100 44, Sweden

1Corresponding author.

Contributed by the Fluids Engineering Division of ASME for publication in the JOURNAL OF FLUIDS ENGINEERING. Manuscript received January 14, 2014; final manuscript received June 26, 2014; published online September 10, 2014. Assoc. Editor: John Abraham.

J. Fluids Eng 137(1), 011105 (Sep 10, 2014) (9 pages) Paper No: FE-14-1023; doi: 10.1115/1.4027952 History: Received January 14, 2014; Revised June 26, 2014

A numerical study of the flow in the exhaust port geometry of a Scania heavy-duty diesel engine is performed using the large eddy simulation (LES) and an unsteady Reynolds-Averaged Navier–Stokes (URANS) simulation approach. The calculations are performed at fixed valve positions and stationary boundary conditions to mimic the setup of an air flow bench experiment, which is commonly used to acquire input data for one-dimensional engine simulations. The numerical results are validated against available experimental data. The complex three-dimensional (3D) flow structures generated in the flow field are qualitatively assessed through visualization and analyzed by statistical means. For low valve lifts, the major source of kinetic energy losses occurs in the proximity of the valve. Flow separation occurs immediately downstream of the valve seat. Strong helical flow structures are observed in the exhaust manifold, which are caused due an interaction of the exhaust port streams in the port geometry.

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Fig. 1

Details of the considered ICE cylinder and exhaust ports geometry. A—the front view; B—the top view; C—isometric view of the two valves 3. 1—cylinder; 2 and 3—valves; 4—exhaust port; 5—exit pipe.

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Fig. 2

An example of the computational grid is shown in the closeup section around the valve 2

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Fig. 3

Grid sensitivity study: the time-averaged velocity magnitude profiles along a horizontal line in the near valve gap region (top), on a vertical line (bottom), and a horizontal line (mid) at y = 0de (see Figs. 1 and 2 for indication of the locations)

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Fig. 4

Grid sensitivity study: the turbulence kinetic energy profiles along a horizontal line close to the valve gap (top), a horizontal (mid), and a vertical (bottom) line at y = 0de (see Figs. 1 and 2 for the locations)

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Fig. 5

The PSD of the axial velocity component signal monitored in probe P2 (top) and probe P1 (bottom) are shown. The location of the probes P1 and P2 are indicated in Fig. 1.

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Fig. 6

The time-averaged velocity magnitude (m/s) contours obtained by the LES are shown for case C5

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Fig. 7

An instantaneous snapshot of the LES simulation illustrates the flow field in terms of the velocity magnitude (m/s) for case C5

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Fig. 8

Streamlines for the case with a valve lift of 4 mm (C5). The streamlines are colored by the time-averaged velocity magnitude (m/s). Note the recirculation region surrounding the valve region and downstream of the gap between the valve and the valve seat.

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Fig. 9

The streamlines of the time-averaged LES simulation data in the exhaust port are shown for different valve lifts (i.e., 3 mm, 4 mm, and 5 mm). The streamlines are colored by the time-averaged velocity magnitude (m/s).

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Fig. 10

The total pressure (Pa) contours obtained by the URANS (a) and the LES (b) simulation approaches are shown for the case of 5 mm valve lift

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Fig. 11

The instantaneous WSS magnitude (Pa) distribution for case C5 is shown



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