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Proceedings of The Institution of Mechanical Engineers
Proceedings of The Institution of Mechanical Engineers
Abstract: The performance of vane- and impulse-type swirl meters was investigated, and a
direct calibration method for swirl meters was developed. The zero-swirl bias of the meters
was tested by installing an axially aligned tube on the swirl meter. Both the vane- and
impulse-type meters showed insignificant zero-swirl bias. A known swirl was provided to the
swirl meters using an offset, inclined tube arrangement. The angular momentum flux delivered by this system was found to depend linearly on the product of the offset distance and
cosine of the inclination angle. Both the impulse- and vane-type meters were found to give
measurements below the known swirl value, but both meters gave results that were linearly
dependent on the angular momentum flux, which allows characterization of the meters efficiency with a single parameter. The efficiency of the impulse-type meter varied from 0.7 to
0.93, was a moderate function of the flow straightener aspect ratio, and depended slightly on
the meter size. The vane-type meters efficiency was 0.320.45 for the conditions tested, was
insensitive to the paddle wheel flow straightener aspect ratio, and depended significantly on
the meter size. The vane-type meter measurements were also found to depend on the paddleto-bore-diameter ratio; values slightly exceeding unity should be used. The swirl meter efficiency can be used to correct measurements to an absolute basis. Based on these findings, a
universal correction factor does not exist, and a given measuring device will need to be calibrated using the methodology described.
Keywords: swirl characterization, in-cylinder engine flow, port flow
INTRODUCTION
As early as 1934, Alcock [2] described using an incylinder rotating vane to measure an optimal swirl
ratio that gave the best performance for a given
engine. These studies, however, required special
engine heads to accommodate placement of the vane
inside the cylinder and eliminate obstructions due to
poppet valves and injectors. Steady flow tests with a
vane-type meter subsequently replaced the in-cylinder rotating vane measurements, and have been used
for decades. Fitzgeorge and Allison [3] measured
swirl speed using a two-bladed impeller inside a flow
rig cylinder. They adjusted the axial distance between
the impeller and engine head and found the impeller
speed was a maximum when this distance was
1.4 times the cylinder bore diameter. They also used
the steady swirl results to try to predict the swirl in
an actual engine. Jones [4] measured swirl speed
using a straight-bladed anemometer inside the
flow rig cylinder and Watts and Scott [5] used a
Proc. IMechE Vol. 225 Part D: J. Automobile Engineering
1068
depended on port type and valve lift. At the maximum valve lift the swirl numbers from the vane
wheel anemometer all tended to be about 0.8 times
as large as those calculated using the impulse-type
meter.
There have been limited published results on the
effect of flow straightener and paddle wheel geometry on measurement accuracy. In one such study,
Tanabe et al. [13] tested honeycomb flow straighteners with cell sizes of 3.2 and 6.4 mm and heights
of 10, 20, and 30 mm. They first measured the drag
coefficients of the flow straighteners with steady
axial flow. Swirl numbers were then measured with
an impulse-type meter for three different cylinder
head port types at maximum valve lift. They found
that the flow straighteners with smaller drag coefficients tended to measure higher swirl numbers, but
the differences varied with valve lift.
Several investigators have made LDV measurements to compare with steady-flow measurements.
Monaghan and Pettifer [10] took LDV measurements in the steady-flow device to show how both
vane-type and impulse-type meters affect the axial
and radial velocity profiles in the swirl rig. The axial
flow was shown to be highly non-uniform and higher towards the outer part of the cylinder. This discredited the assumption of uniform axial velocity
inherent in the use of the vane-type swirl meter calculations, which leads to an underestimation of calculated angular momentum. Kent et al. [14] made
LDV measurements in a motored engine, then integrated the results to find the mean swirl at the end
of induction. The results were approximately 15 per
cent higher than predicted by the impulse-type swirl
meter, but they found their predictions of incylinder swirl based on steady-flow angular momentum flux measurements to be in trendwise agreement
with the LDV measurements in the motored engine.
In the current investigation, two geometrically
identical engine heads have been built to study the
speed- and size-scaling relationships of engine
flows. The length scale ratio between the engine
heads of this study is 1.69. Geometrically similar
engine heads should produce similar levels of swirl
when appropriately non-dimensionalized. In order
to span a wide range of in-cylinder conditions, the
heads are fitted with both normal and shrouded
intake valves. The first step in ensuring the flow
similarity of the heads was to perform steady-flow
measurements. These measurements, which span a
wide dynamic range in swirl level, brought to light
several features of steady-flow swirl measurements
that needed to be resolved in order to assess the
flow similarity between the scaled engine heads.
Vane- and impulse-type meters have been tested,
EXPERIMENTAL APPARATUS
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Fig. 1 (a) Vane-type swirl meter test set-up; (b) impulse-type torque meter test set-up
Proc. IMechE Vol. 225 Part D: J. Automobile Engineering
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1070
B
H
D
Lmax
DP
HP
DI
HI
Paddle honeycomb
cell diameter, dP
First impulse torque
honeycomb
cell size
82.0
123.0
35.0
7.9
48.6
72.8
20.7
4.7
132.0
15.9
165.0
64.0
3.7
Cf =
_
m
rVB Av
(1)
6.4
(2)
where DP is the pressure drop across the test section. The incompressible relation for velocity is sufficient at the 7 kPa pressure drop, i.e. the Mach
number is 0.32, but for higher pressure drops a
compressible form of the velocity should be used.
The swirl coefficient, Cs, is a characteristic nondimensional rotation rate and is calculated for vanetype meters using
Cs =
vB
VB
(3)
8T
_
mVB B
(4)
ph2v BS
Rs =
4AV
Cf Cs du
uIVO
uIVC
!2
(5)
Cf du
uIVO
FLOW PARAMETERS
The flow parameters that will be used to characterize the engine heads are the flow coefficient, Cf, the
swirl coefficient, Cs, and the swirl ratio, Rs. The flow
and swirl coefficients are measured at discrete valve
INITIAL MEASUREMENTS
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0.2
0.0
-0.2
Cs -0.4
-0.6
-0.8
-1.0
Impulse Meter
Vane Meter
open symbol - small head
filled symbol - large head
0.00
0.05
0.10
0.15
0.20
0.25
L/D
The wide dynamic range required for these experiments suggests that more than one swirl meter may
be needed. However, based on the initial measurements it is clear that using a vane-type meter for the
low range and an impulse-type meter for the high
Proc. IMechE Vol. 225 Part D: J. Automobile Engineering
1072
0.2
0.0
-0.2
Cs -0.4
-0.6
-0.8
-1.0
Impulse Meter
Vane Meter
open symbol - small head
filled symbol - large head
0.00
0.05
0.10
0.15
0.20
0.25
L/D
range is not a good option unless an absolute reference can be established against which both meters
can be calibrated. There are two aspects to an absolute calibration, establishing a zero point and determining the constant of proportionality (assuming a
linear dependence). Additionally, it is useful to monitor the long-term performance of a flow bench, and
the apparatus that has been developed for calibration
can also be used for this.
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Fig. 4 Calibration devices for establishing (a) a zero-swirl reference and (b) a known swirl
condition
Dimensions
Vertical reference, 90
Angled reference, 45
127.0 mm
19.0 mm
445.0 mm
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Fig. 6 Swirl conversion efficiency as a function of the cell aspect ratio for (a) the vane-type meter
and (b) the impulse-type meter
Fig. 7 Raw and corrected swirl coefficient data for (a) a shrouded valve and (b) an unshrouded
valve and the large head
CONCLUSIONS
A methodology to measure the absolute performance of swirl meters was developed. An axial tube
arrangement was employed to determine the zeroswirl performance of a meter. Both the vane- and
impulse-type meters tested showed insignificant
zero-swirl bias. An offset, angled-tube arrangement
was developed to measure swirl meter performance
against a known swirl reference. The swirl coefficient for the angled-tube geometry was found to be
a linear function of the product of the offset distance and the cosine of the inclination angle.
Impulse-type swirl meters were found to give measured results closer in magnitude to the known swirl
level than vane-type meters; both meter types
showed a linear dependence on the input angular
momentum flux, allowing calibration using a single
coefficient. The absolute efficiency of the impulsetype meter was found to be a function of its physical
size, and of the geometry of the flow straightener
used, with lower cell aspect ratios giving higher efficiency. Vane-type meters were found to be sensitive
to the paddle-to-bore-diameter ratio; higher values
of Dp/B give lower measured swirl coefficient due to
excess friction. The efficiency of the vane-type
meter was found to be insensitive to the paddle cell
aspect ratio, but was sensitive to the physical size of
the meter, even with a constant Dp/B.
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ACKNOWLEDGEMENTS
Support for this work was provided by the Wisconsin
Small Engine Consortium. The authors special
thanks are extended to D. Kilian for designing the
new impulse-type meter and for his help in data
collection.
Authors 2011
REFERENCES
1 Bracco, F. Structure of flames in premixed-charge
IC engines. Combust. Sci. Technol., 1988, 58, 209
230.
2 Alcock, J. Air swirl in oil engines. Proc. Instn Mech.
Engrs, 1934, 128, 123193.
3 Fitzgeorge, D. and Allison, J. Air swirl in a roadvehicle diesel engine. Proc. Instn Mech. Engrs,
19621963, 4, 151177.
4 Jones, P. Induction system development for highperformance direct-injection engines. Proc. Instn
Mech. Engrs, 19651966, 180(Part 3N), 4252.
5 Watts, R. and Scott, W. Air motion and fuel distribution requirements in high-speed direct injection
diesel engines. Proc. Instn Mech. Engrs, 19691970,
184(Part 3J), 181191.
6 Tindal, M. and Williams, T. An investigation of
cylinder gas motion in the direct injection diesel
engine. SAE paper 770405, 1977.
APPENDIX
Notation
Av
B
Cf
Cs
dI
dP
D
DI
DP
DR
H
HI
HP
L
Lmax
LR
_
m
P
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swirl ratio
radius of angled reference standard tube
angled reference standard offset from the
centre-line of the cylinder bore
engine piston stroke
signal-to-noise ratio
flow straightener length
measured torque
equivalent torque
measured velocity
Bernoulli velocity
Rs
R1
R2
S
S/N
SR
T
Teq
V
VB
APPENDIX
S1
(9)
r3v rd8 =
tIVC
Tz dt
(10)
volumetric efficiency
crank angle at intake valve closed
crank angle at intake valve open
angle of reference tube
density of air
paddle wheel angular velocity
hv
uIVC
uIVO
uR
r
v
2
3
4
r3v rd85 +
rvurv dA
0=
t
Assuming that the cylinder contents have a solidbody rotation at O at the time of intake valve closure, and that the engine rotation rate is Oeng, then
the swirl ratio is found as
Rs [
O
32
=
Oeng rpSB4 O2eng
uIVC
Tz du
(11)
uIVO
Tz =
rvurv dA
(6)
If instead, the flow exits the open end of the cylinder with a solid-body rotation at rotational rate v,
then using angular momentum conservation the
rotation rate can be written in terms of Tz from
equation (6) as
8Tz
_ 2
mB
(7)
4VB2 Aref
Rs =
pSB3 O2eng
8Tz
_ BB
mV
(8)
uIVC
Cf Cs du
(12)
uIVO
Cf du =
uIVO
S1
v=
Oeng
tIVC
rVB Aref
_
mdt
(13)
4VB Aref
hv pB2 S
uIVC
Cf du
(14)
uIVO
(15)
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APPENDIX
rvurvn dA
(16)
S1
where the normal velocity, vn = V cos u, the tangential velocity, vu = V cos u cos a, a is the angle that
the differential area element dA makes with the vertical in Fig. 4(b), and V is the measured velocity
obtained from the flowrate measurement of the flow
bench and the known pipe area. Normalizing all of
the dimensions by the cylinder radius (B/2) and
denoting dimensionless distances with an overbar,
e.g. R1 = R1 =B=2, and recasting equation (16) in
terms of the swirl coefficient, the following is found
Cs =
4
sin u cos u
pR21
S1
r cos a dA
(17)
R1 , linearly dependent on tube offset R2 , and dependent on the cos u. The results can be summarized in
the single plot shown in Fig. 8, where a single line
that passes through the origin fits all of the data
with a slope as shown.
These results have been used in conjunction with
equation (8) to find the torque as a function of volume flowrate, where V is used in place of VB.
Similarly, using equations (7) and (8), it is possible
to find the vane rotation rate as a function of volume flowrate.