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Piston Bowl Optimization For Single Cylinder
Piston Bowl Optimization For Single Cylinder
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Piston Bowl Optimization for Single Cylinder Diesel Engine Using CFD
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Experimental investigation and combustion analysis on modified combustion chamber geometry with high performance biodiesel View project
All content following this page was uploaded by Isaac JoshuaRamesh Lalvani on 30 May 2017.
Saravanan Subramanian
Allison Transmission India Pvt Ltd.
Balamurugan Rathinam
Renault Nissan Tech. Business Centre I
Kandaswamy Annamalai
Madras Institute of Technology
CITATION: Subramanian, S., Rathinam, B., Lalvani, J., and Annamalai, K., "Piston Bowl Optimization for Single Cylinder Diesel
Engine Using CFD," SAE Technical Paper 2016-28-0107, 2016, doi:10.4271/2016-28-0107.
Copyright © 2016 SAE International
Air Motion and Combustion Chamber Geometry Table 1. Dimensions of the piston bowl and grooves
The air motion inside the cylinder greatly influences the performance
ant it is one of the major factor that control the fuel-air mixing in
diesel engines. Air-fuel mixing influences combustion, performance
of the engine and emission level. The air motion inside the cylinder
mainly depends on manifold design, inlet and exhaust valve lift
profiles and combustion chamber configuration. The initial in-
cylinder intake flow pattern is defined by the intake process, and then
it is modified during the compression process. The shape of the bowl
in the piston [1] and the intake system, control the turbulence level
and air-fuel mixing of the DI diesel engine. The variation of shape of
intake system, shape of piston cavity lead to a change in the A=> HCC => Hemispherical combustion chamber
distribution of air flow pattern inside the engine cylinder. B=> HCC SCOOP => Hemispherical combustion chamber scoop
C=> TCC SCOOP => Toroidal combustion chamber
Piston Shape Description D=> SCC SCOOP => Shallow depth combustion chamber
E=> HCC GROOVE => Hemispherical combustion chamber Groove
The engine considered for this study is a naturally aspirated
engine and the combustion chamber of the engine is considered as Role of CFD Analysis In IC Engine
flat type. Five different piston bowls were considered for the study
CFD can be used for many applications in IC engine which includes
to see the swirl ratio during suction and compression stroke. In the
past many research has been carried out in the topic of squish of • Aerodynamic simulation to predict swirl and tumble
in-cylinder flow, it is expected that slanted piston crown [4], [5], • Spray simulation to predict the penetration length of the spray
[6] facilitate combustion at the end of compression stroke by from the nozzle [9] and the evaluation of droplet diameters &
providing in cylinder swirl, also combustion at the end of the mass distribution
compression stroke reduces the possibility of knocking. Therefore
• Combustion simulation to predict the maximum cylinder
hemispherical bowl is replaced by a diverged crescent shaped
pressure and the heat release rate
groove which actually possess slant groove which helps in
inducing air for better swirl when the piston nears TDC and also it There are very few commercial codes which has been used widely in the
is proved the grooves improves structural stability [7]. The newly research and industrial application. Converge is one of the emerging
designed contour is expected to have high in-cylinder swirl and CFD tool very specific to engine applications. For this piston bowl
turbulence at the top dead centre in compression stroke. Before optimisation we have attempted with the help of the converge tool. We
making a prototype of the piston, different designs of piston aimed to predict the effect of swirl of different piston shapes using CFD
model is tested in the cylinder for the effectiveness of making analysis. Because swirl is the one which is responsible for effective
swirl inside the cylinder. mixing of air and the fuel inside the cylinder for diesel engines.
cell size. Figure 5 is the 2D sectional view of the volume mesh which
shows the distribution or refinement of the volume mesh inside the
fluid domain from the intake to the exhaust boundary faces.
In order to develop the flow effectively (to have fully developed flow)
and also to avoid the fluid instabilities or fluctuations which causes
during CFD simulation the intake and exhaust ports are extended Figure 5. 2D sectional view of the volume mesh
(refer figure 2). In the intake port side a hemispherical shaped fluid Figure 6 shows the magnified view of the cylinder and the valve
domain called “Hemispherical plenum” is created. Similarly the regions. To capture the flow physics near the walls of the cylinder and
exhaust port is extended by a length of 20 times of its hydraulic the intake pipe the walls has been refined with a cell size of 0.5mm.
diameter (refer figure 3. To reduce the simulation time an optimum This very refinement of cells around the valves, liner, piston bowl and
length has been considered at the inlet and the outlet port. the cylinder head helps to discretise the velocity of air and the
corresponding the swirls generated during suction and compression
Surface Mesh
stroke of the engine.
The surface of the fluid domain is meshed with the triangulated mesh
using ANSA software. The mesh length is defined as 0.5mm to the
surface wherever small features are noticed and 5 mm length has been
used to the faces wherever the surface is simply planar. The moving
parts like valve stem meshed with 0mm length so that it moves for the
varying valve lift (o to 9.5 mm) and the cylinder liner are also meshed
with 0 mm length which makes the piston to move from TDC to BDC
and vice versa. Figure 4 shows the distribution of triangulated mesh
over the fluid domain to capture the geometrical features.
Numerical Setup
Table 5 shows the numerical parameters used in converge for transient
aerodynamic simulation. Since the simulation is considered as transient
the air inside the cylinder during suction and compression stroke changes
Figure 8. Turbulence kinetic energy vs crank angle
its density with respect to the volume hence the flow is considered as
compressible flow. The numerical method and the scheme used for the
simulation are implicit method and upwind scheme for better stability.
For better mixing of air with the fuel requires high turbulence, it was
observed that RNG Keps turbulence model is widely used to resolve the
swirl and the same has been considered for the study.
Table 5. Numerical setup used for simulation
Figure 9 shows the swirl ratio profile identified before TDC at the end of
the compression stroke. The results revealed that the TCC profile with
scoop has got maximum swirl ratio and the HCC has got the least swirl
ratio. The order of the swirl ratio from the CFD results are as follows:
Figure 11. Sectional plane -velocity profiles of different piston shapes at TDC
Figure 11 shows the sectional image to represent the swirl regions [2]. Alkidas, A. and Suh, I., "The Effects of Intake-Flow
of different piston shapes taken at TDC. Figure 12 shows the Configuration on the Heat-Release and Heat-Transfer
behavior of air motion at the end of compression stroke. From Characteristics of a Single-Cylinder Four-Valve S.I. Engine,"
figure 11 & 12 it clearly depicts the TCC Scoop has high swirl and SAE Technical Paper 910296, 1991, doi:10.4271/910296.
also has high velocity region. Similarly as mentioned before the [3]. Li, Y., Li, L., Xu, J., Gong, X. et al., "Effects of Combination
HCC has revealed less swirl when compared to the other piston and Orientation of Intake Ports on Swirl Motion in Four-Valve
profiles from the CFD results. DI Diesel Engines," SAE Technical Paper 2000-01-1823, 2000,
doi:10.4271/2000-01-1823.
Conclusion [4]. ”Energy efficient piston configuration for effective air motion - A
CFD study” - 2012 Elsevier Ltd.. Gnana Sagaya Raj Antony Raj,
1. Numerical simulation is developed to predict the swirl ratio to
Mallikarjuna Jawali Maharudrappa, Ganesan Venkitachalam
identify the better design of piston shapes.
[5]. “Effects of piston bowl geometry on combustion and emission
2. The CFD results have got good stabilization with the mesh
characteristics of biodiesel fueled diesel engines” Li J., Yang
range of 0.5 mm to 5mm cells.
W.M., An H., Maghbouli A., Chou S.K.
3. The pressure profiles have no impact on piston shapes due to the
same compression ratio and engine configuration. [6]. “Effect of piston bowl geometry on the performance and
exhaust emossions of a diesel engine” ; Ellis* M., Ladamatos
4. The turbulence kinetic energy has showed minimal change in its
N., Zhao M.
behavior for different piston shapes.
[7]. “Structural analysis on swirling grooved SCC piston” J.Isaac
5. The swirl ratio profiles along with the CFD results has helped to
Lalvani JoshuaRamesh1, a, PrakashE.2, b,ParthasarathyM.3,
identify the piston shape/ piston bowl which initiates more swirl
c,JayarajS.4, d and AnnamalaiK.
required for better combustion.
6. The CFD results has supported to identify the piston shape [8]. “The effect of bowl-in-piston geometry layout on fluid flow
which is good in terms of in-cylinder motion with the following pattern” Jovanovi S., Zivanovi M., Sakota B., Tomi V., and
order: TCC scoop >SCC scoop>HCC scoop>HCC groove>HCC Petrovi S..
[9]. Timoney, D. and Smith, W., "Influences of Fuel Injection and
Air Motion Energy Sources on Fuel-Air Mixing Rates in a D.I.
References Diesel Combustion System," SAE Technical Paper 960035,
[1]. ”Investigation of realizing SDI with high swirl charge in motor 1996, doi:10.4271/960035.
cycle engine” International Journal of Energy, issue2, Volume.3,
2009. Yub-Yih,et.al
Downloaded from SAE International by SARAVANAN Subramanian, Thursday, January 28, 2016
[10]. “Grid size optimization for diesel injection spray nozzle using
CFD analysis,” FMFP14-D-455. Balamurugan, R., Duraisamy,
S., Upendra, N., Frederic, R., Laurent, D.,
[11]. Rathinam, B., Ravet, F., Servant, C., Delahaye,
L. et al., "Experimental and Numerical Investigations of Tumble
Motion on an Optical Single Cylinder Engine," SAE Technical
Paper 2015-01-1698, 2015, doi:10.4271/2015-01-1698.
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ISSN 0148-7191
http://papers.sae.org/2016-28-0107