Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

EFFECTS OF SQUISH AREA SHAPE ON

KNOCKING IN A FOUR-VALVE SPARK
IGNITION ENGINE

Department of Mechanical Engineering, BMSIT 1

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

SYNOPSIS

Squish flow control is well known as a key technology for improving knock

limit in a spark ignition engines. However, to acquire a sufficient squish area

in a four-valve engine is difficult. In order to achieve a maximum effect of

knock suppression with a minimum squish area, we have developed, what

we call, a slant squish combustion chamber for new engines. A slant squish

compared with a conventional squish produces an effective reverse squish

flow in the early expansion stroke, resulting in higher flow velocity and

turbulence. Furthermore, flame propagation to squish area and end gas is

accelerated. These improvements are considered to suppress the knock

phenomenon. Consequently, with a slant squish, a high compression ratio, to

achieve low fuel consumption and high engine performance is realized.

Department of Mechanical Engineering, BMSIT 2

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

INTRODUCTION

In an automotive spark ignition engine, a higher compression ratio to achieve lower fuel
consumption and higher engine performance, has been aimed for. By increasing
compression ratio, knock phenomenon becomes a serious issue. Technical development
suppressing knock and increasing compression ratio have been performed in research
institutes and automotive makers all over the world. Squish flow control, as well as
partially reshaping the combustion chamber, are well known key technologies for
improving knock limit in a spark ignition [1-4]. Many combustion chambers with squish
area in automotive spark ignition engines are currently on the market: squish flow has
been consistently used for knock suppression and high compression ratio, and has
contributed to the improvement of thermal efficiency. However, in order to further
improve knock limit in four valve engines, which represent the majority of recent
automotive spark ignition engines, expanding squish area sufficiently results in decreased
engine performance, explained by masking of intake valve surroundings. Additionally,
HC emission is increased by a quench zone increase.

Therefore, in order to suppress knock effectively by improving squish

effect without expanding squish area which decreases engine performance and increases
HC emission, we have developed, what we call, a slant squish combustion chamber [ ] .
at the same time, a slant squish combustion chamber also achieved torque improvement

Department of Mechanical Engineering, BMSIT 3

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

by decreasing masking of intake valve surroundings. These improvements have been

achieved by slanting squish area shape, resulting in knock suppression by flame
acceleration in the second half of combustion [ ]. in this paper, the effects of engine
performance improvement, combustion characteristic and in-cylinder flow characteristic
squish combustion chamber are described

SQUISH AREA SHAPE IN COMBUSTION CHAMBER

Figure shows a schematic drawing of aslant squish and conventional squish combustion
chamber. Squish area is conveniently formed parallel to flat bottom surface of cylinder
head, whereas in a slant squish combustion chamber, squish area is formed along the pent
roof type combustion chamber wall. In order to achieve a satisfactory squish area in a
slant squish combustion chamber, cylinder head is reshaped and consequently, part of
piston head is formed in a truncated cone shape. As a result, a smoothly shaped
combustion chamber wall on cylinder head which improves effect of squish flow is
achieved. In figure the left striped shows parallel squish area to flat bottom surface of
cylinder head and shaded on the right shows slanted squish area in a truncated cone
shape. Squish areas in both combustion chambers were set to about 16% of total area
squish clearance at 1.2mm.

Department of Mechanical Engineering, BMSIT 4

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

EFFECTS OF
PERFORMANCE IMPROVEMENT

Table lists the main specifications of the test engine. The test engine in a 4-stroke, in-line
4-cylinder, 4-valve, 1.8 liter engine with a compression ratio of 10.0. Two kinds of fuels
with different RON (research octane number) were used whereas a regular fuel with 91
RON was mainly used.

Department of Mechanical Engineering, BMSIT 5

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

Department of Mechanical Engineering, BMSIT 6

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

Figure shows the effect of the slant squish combustion chamber on improvement of full
load engine performance. Spark advance represents knock limit ignition timing (trace
knock) or MBT (minimum spark advance for best torque). Compared with a conventional
squish combustion chamber, by a slant squish combustion chamber, a 1-2% volumetric
efficiency improvement and knock limit ignition timing improvement of a maximum of 4
degrees are achieved. By means of both improvements, output torque is improves and
BSFC (brake specific fuel consumption) is decreased in all engine speed ranges.

Department of Mechanical Engineering, BMSIT 7

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

IMPROVEMENT OF VOLUMETRIC EFFICIENCY

As for improvement of volumetric efficiency, flow coefficients by squish area shape

shown in figure. The flow coefficient was calculated from the ratio of the mass flow rate
of intake air (steady flow), measured in the cylinder head, to the mass flow rate based on
intake valve area. The higher flow coefficient by a slant squish depends on a decrease of
masked area by intake valve surroundings, and increase of intake air mass mainly
observed at around middle of valve lift range. It is considered that masking decrease
effect on the hydrodynamic minimum area of flow path is most effective in the middle of
valve lift range.

Department of Mechanical Engineering, BMSIT 8

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

IMPOVEMENT OF KNOCK LIMIT

Figure shows the effect of knock limit improvement of slant squish combustion chamber.
By comparing the differences between MBT and knock limit ignition timing, the
difference of spark advance is reduced and knock limit is improved by slant squish shape.
That is, the slant squish shape has improved the mechanical octane number. Moreover,
torque improvement at MBT is due to improvement of the above-mentioned volumetric
efficiency. In general, an increase of intake air mass raises temperature at the end of
compression stroke and deteriorates knock limit. By a slant squish shape, the
phenomenon of knock limit improvement with an increase of intake air mass is observed.

Department of Mechanical Engineering, BMSIT 9

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

ANALYSIS OF INDICATED DIAGRAM

Figure shows the result of an indicated diagram analysis. The indicated diagram was
continuously sampled from 300 cycles and an analytical calculation was performed.
Compared with the conventional squish shape, the combustion pattern of the slant squish
shape shows a faster burning velocity from middle to final range, though initial burning
velocity is nearly equal. Moreover, figure shows main combustion duration divide into
the first half and second half (10-50% combustion duration: 10-50, 50-90% combustion
duration: 50-90). The ratio of the second half of the combustion duration to the first half
is shown in the upper part of figure. In slant squish shape, the combustion duration
decreases in the second half is larger than that in the first half. It is considered that slant
squish shapes accelerate combustion to the end gas region by accelerating the combustion
of the second half, and consequently improving knock limit [ ]

Department of Mechanical Engineering, BMSIT 10

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

IN-CYLINDER FLOW CHARACTERISTICS

In order to investigate higher burning velocity of the second half in slant squish shape,
the in-cylinder flow of a slant and conventional squish shape using CFD (computational
fluid dynamics) were simulated. The calculation of the flow was performed by k- model,
by assuming adiabatic compression and expansion of air, neglecting intake, exhaust,
mixing and combustion. Generation of clear squish flows was observed in both squish
shapes. When distinguishing according to the stroke, characteristic differences, shown in
figure were observed in the squish flow of the expansion stroke (positive squish flow
thereafter). Figure shows enlargements around squish area of cross section including the
bore center axis, and the arrows represent the direction and the velocity of the flow.

In the conventional squish shape, as the piston moves down in the expansion stroke, a
main stream toward the bore wall develops, giving the impression of having contact with
the convex part of the cylinder head side. Therefore, because the squish flow vector has a
relatively large downward tendency when approaching squish area, the flow velocity
toward the bore wall near the cylinder head side gradually decreases, and stagnation
occurs around that point.

On the other hand, in the slant squish, as the piston moves down in the early expansion
stroke, a main stream toward the bore wall flows just along the squish area surface from
an early stage, and reaches the bore wall smoothly, without stagnation.

Department of Mechanical Engineering, BMSIT 11

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

Department of Mechanical Engineering, BMSIT 12

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

Figure shows the change of squish flow velocity and turbulence energy ay squish area
inlet (X in figure 7: a breathing point of squish flow at TDC in an actual engine). As for
squish flow velocity, the direction of flow toward the bore center axis shows a plus value.
In the case of slant squish shape, compared with conventional squish shape, flow velocity
in the positive squish is slightly lower. On the other hand, flow velocity in the reverse
squish is particularly high in its first stage. At the same time, the turbulence energy in the
reverse squish is similarly high.

Department of Mechanical Engineering, BMSIT 13

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

Thus, the reverse squish flow with a slant squish shape represents the flow which
accompanies the increase of flow velocity and turbulence energy at the squish area inlet,
and reaches the bore wall just along the squish area surface. A slant squish shape
improves reverse squish effect, resulting in combustion acceleration around the squish
area and consequently, increasing burning velocity of the second half.

Department of Mechanical Engineering, BMSIT 14

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

PHOTOGRAPHIC OBSERVATION OF FLAME PROPAGATION

In order to confirm effect of combustion acceleration by changing in-cylinder flow, flame

propagation processes of a slant compared with a conventional shape, using a rapid
compression and expansion machine, were observed (figure)[ ]. Photographs of flame
propagation processes were taken by an image intensifier and a high-speed camera
through a quartz cylinder head from the top view. The observed areas of axis symmetric
combustion chamber, which are simplified and represent both combustion chamber
(center ignition, without intake and exhaust valve), are shown in the figure. A part of
squish area formed around bore wall is magnified and observed.

The examination was performed as follows. First, a premixed mixture of normal butane
and air was charged into the cylinder, thereafter, gas flow and turbulence were produced
by the piston moving once up and down. In the second piston stroke, ignition and
combustion occurred.

Department of Mechanical Engineering, BMSIT 15

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

Figure shows examples of the observed combustion processes. White area represents
flame, which when ignited at the bore center point propagates from top to bottom. The
states of increase of the flame area rate in the observed squish area shown in figure.
Compared with a conventional shape, the flame could be observed earlier, and thereafter,
growth of flame proceeded also faster, shown by the inclinations in the graph. By a
photographic observation of flame propagation, it was confirmed that with a slant squish,
flame propagation velocity in squish area is higher.

Department of Mechanical Engineering, BMSIT 16

Effects of Squish Area Shape on Knocking in a Four Valve Spark Ignition Engine 2010-11

CONCLUSION

1. With a slant squish shape, volumetric efficiency and knock limit are improved:
and consequently, torque improvement in all engine speed ranges and decrease of
fuel consumption are realized.
2. Volumetric efficiency is improved by decreasing masking of valve surroundings.
3. Mechanism of knock suppression: i) in a slant squish shape, reverse squish flow
with high flow velocity and turbulence energy reaches bore wall without
stagnation. ii) This reverse squish flow accelerates the second half combustion to
the end gas region, and consequently, knock limit is improved.
4. in squish flow control of a four valve engine combustion chamber, a slant squish
area shape utilizing reverse squish flow is important, in addition to previous
acknowledged squish area rate and squish clearance.

Department of Mechanical Engineering, BMSIT 17