PIV Measurements of Internal Aerodynamic of Diesel Combustion Chamber

DESLANDES Willy DUPONT Alain BABY Xavier

RENAULT SA - FRANCE

CHARNAY Georges
IMFT - TOULOUSE

BOREE Jacques
LEA POITIERS

14me Journe thmatique de lAFVL Jeudi 4 Dcembre 2003

INTRODUCTION : BACKGROUNDS Reduce engine emissions - Reduce consumption Increase engine power Optimize Combustion
Improve the mixture formation and the post-oxidation

Investigate / Optimize

Diesel in cylinder Motion Behavior

Swirl evolution Cyclic variations

Squish Turbulence levels

Reverse squish

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

EXPERIMENTAL SET UP - GENERAL DESCRIPTION

- Bore x Stroke : 80 x 93 mm - 4 valves - Compression ratio : up to 18.1 (possibility to reduce it to 12) - Engine speed : 1200 rpm - Large optical access - Transparent flat and bowl-in-piston - Measure range from 0 to 720 CAD - No lubrication - No water cooling - Max. allowable pressure : 80 bars - Experimental pressure : up to 40 bars - Temperature cylinder : ~ 550 C - Bumping clearance : 0.5 mm

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

DIESEL SPECIFICITY Vibrations Piston rings Optical accesses Diesel PIV

Reduce to a minimum in order to achieve high quality measurements

All engine elements weight controlled

Balancing weight adjusted very precisely

Balancing weight

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

DIESEL SPECIFICITY Vibrations Piston rings Optical accesses Diesel PIV

Heatproof with a low coefficient of thermal expansion in order to avoid engine jamming Soft to avoid scratch on glasses (no lubrication)
50 45

Ensure a low blow-by

Pressure (bars)

40 35 30 25 20 15 10 5 0 180 270 360 Crank Angle 450

Measure Theory

540

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

DIESEL SPECIFICITY Vibrations Piston rings Optical accesses Diesel PIV

Succeed in visualizing Diesel flow everywhere in the combustion chamber Two methods: - Endoscopic solution measurements realized with real piston shape too low aperture angle at the end of compression optical distorsions - Classical visualisation through the piston measurements realized with simplified piston shape
(flat and cylindrical bowl-in-piston)

large optical accesses allowed by a new technology for the fixation of the piston (sticking - heatproof)
RENAULT SA Powertrain Department Meudon, Jeudi 4 dcembre 2003

DIESEL SPECIFICITY Vibrations Piston rings Optical accesses Diesel PIV

Vertical visualisation
- Quartz cylinder completely transparent - Bowl-in-piston completely transparent - Measure range from 0 to 720 CAD
Inside cylinder

Inside bowl

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

DIESEL SPECIFICITY Vibrations Piston rings Optical accesses Diesel PIV

Horizontal visualisation
- Minimum visualisation diameter: 71 mm - Measure range from 0 to 720 CAD
Visualisation diameter Bore diameter
=

Minimum visualisation area (close to the piston)

Flat or bowl-in-piston

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

DIESEL SPECIFICITY Vibrations Piston rings Optical accesses

Tracer (dry powder) ACQUISITION Laser double pulse (532nm) 160mJ/pulse
Light guide

Diesel PIV

Laser sheet

Camra CCD 1million pixels - double frame

Angular encoder

Processor FFT Real time

PROCESSING

Interrogation area

Conversion to velocity

Flow visualisation

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

PIV: MEASUREMENT PLANE LOCATIONS

6 different vertical planes 3 to 9 horizontal sections depending on the piston position 120 basis for the flat piston 1 150 basis for the bowl-in-piston
Adm

5 4

Adm

300 instantaneous vector fields by basis Measure range from 0 to 720 CAD (inlet, compression & exhaust phase)

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

RESULTS: INLET PHASE

High interaction between intake jet, cylinder wall and piston Effects of the piston shape on aerodynamic structure during inlet phase

Bowl-in-piston 60 CAD - Plane 2

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

RESULTS: INLET PHASE

Interaction between the intake jet and the flow coming from the bowl (60 CAD Plane 5)

Modification of the internal flow between flat and bowl-in-piston during the beginning of the inlet phase
RENAULT SA Powertrain Department Meudon, Jeudi 4 dcembre 2003

COMPARISON AT BDC: FLAT AND BOWL-IN-PISTON

Aerodynamic differences appeared at the beginning of the inlet phase between flat and bowl-in-piston collapsed at the end of inlet phase
Vertical velocity profil: flat and bowl-in-piston

Flat piston aerodynamic structure at BDC Bowl-in-piston aerodynamic structure at BDC

Velocity (m/s)

(Plane 1 -180 CAD)

0
-114 -96 -77 -57 -38 -20 0

-1

-2 Flat piston -3 Bowl-in-piston

-4 Distance (mm)

Possibility to reveal and analyse the effects of piston shape (bowl) during compression
RENAULT SA Powertrain Department Meudon, Jeudi 4 dcembre 2003

SWIRL: STRUCTURE & EVOLUTION

Swirl structure non symmetrical: quite different from a solid body rotation Noticed at BDC until TDC even if a compression ratio greater than 18 Noted for the two configurations: flat and bowl-in-piston

BDC - 45 mm under the cylinder head RENAULT SA Powertrain Department

TDC - 7 mm under the cylinder head Meudon, Jeudi 4 dcembre 2003

SWIRL: STRUCTURE & EVOLUTION

Swirl ratio Rs calculation: on a plane
Definition: comparison between the angular velocity of the air charge and the angular velocity of the crankshaft (N: engine speed revolutions/sec)

Rs =

s 2N

s =

r (OM v )dS (OM ) 2 dS

Average swirl ratio ARs calculation: for a crank angle degrees

Definition: calculated by averaging the Swirl ratio obtained from a number K of swirl planes at various axial locations

AR s =

1 K

i =1

( R s )i

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

SWIRL: STRUCTURE & EVOLUTION

Averaged swirl ratio amplification:
- Swirl amplification due to bowl-in-piston: conservation of momentum angular - Swirl amplification depends on geometric characteristics: bowl depth, bowl diameter, dead volume (upper and lateral)... - Experimental swirl amplification very close to the theory
6 5 4 Swirl Ratio 3 2 1 0 180 220 270 300 320 335 350 360 Bowl piston measurement Flat piston measurement Bowl piston theory Swirl inside bowl

Bowl-in-piston effects on averaged swirl ratio amplification

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

SWIRL: CENTRE POSITIONS

Swirl motion is better centred with bowl-in-piston than with flat piston Swirl centre dispersion is reduced with bowl-in-piston
30 25 20 15 10 5 0 150 180 220 270 300 320 335 350 360 Crank Angle Degree Bowl-in-piston Flat piston Distance (mm)

Flat swirl centre

Bowl swirl centre

Distance of the swirl centre from the cylinder axis (300 CAD)

Representation of the isovolume which represents swirl centre evolution during compression
RENAULT SA Powertrain Department Meudon, Jeudi 4 dcembre 2003

END OF COMPRESSION: SQUISH PHENOMENA

Squish = radially inward motion at the end of compression Occurs lately (after 320 CAD) when piston face and cylinder head approach each other closely Squish structure non symmetrical due to a non symmetric flow (Swirl) Squish intensity three to four times as small as the theory

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003

CONCLUSION
Experimental tool - Measurements realized under real Diesel engine conditions - Measure range from inlet to exhaust phase - Large optical accesses which allow measurements very close to the cylinder head - High quality PIV measurements with strong thermodynamic conditions First results - Aerodynamic structure similar between flat and bowl-in-piston at BDC - Swirl and squish structure non symmetrical - Experimental swirl amplification very close to the theory - Effects of bowl on swirl centre position

RENAULT SA Powertrain Department

Meudon, Jeudi 4 dcembre 2003