A Computational and Experimental Study of The Scavenging Flow in The Transfer Duct of A Motored

Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering http://pid.sagepub.
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A computational and experimental study of the scavenging flow in the transfer duct of a motored two-stroke cycle engine
J. P. Creaven, R. G. Kenny, R Fleck and G Cunningham Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 2001 215: 1017 DOI: 10.1243/0954407011528581 The online version of this article can be found at: http://pid.sagepub.com/content/215/9/1017
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A computational and experimental study of the scavenging ow in the transfer duct of a motored two-stroke cycle engine
J P Creaven*, R G Kenny, R Fleck and G Cunningham School of Mechanical and Manufacturing Engineering, The Queens University of Belfast, Northern Ireland, UK
Abstract: This study was carried out to assess the ability of a computational uid dynamics (CFD) code to predict the scavenging ow in the transfer duct of a two-stroke cycle engine. A two-stroke cycle engine was modi ed to allow laser Doppler velocimetry (LDV ) measurements to be made in one transfer duct. It was operated under motoring conditions at 500 r/min with a delivery ratio of 0.7. Predictions were obtained from a dynamic CFD simulation of the ow within the cylinder, transfer duct and a portion of the exhaust duct. Boundary conditions for the CFD model were obtained from experimentally measured pressuretime histories in the crankcase and exhaust. A comparison of measured and predicted transfer duct axial velocities at various locations within the duct showed that the CFD model could replicate the general trend of the ow but not the details. From the LDV measurements and CFD predictions, velocity oscillations were observed between the end of crankcase blowdown and transfer port closing. A one-dimensional general engine simulation package was used to investigate the gas dynamic activity in the transfer duct. It was found that the observed oscillations were due to pressure wave re ections in the transfer duct. The general trend of the axial velocity pro le in the transfer duct was well replicated by the one-dimensional simulation as were the exhaust and crankcase pressures. Keywords: two-stroke cycle engine, scavenging, laser Doppler velocimetry (LDV ), computational uid dynamics (CFD), one dimensional, gas dynamics
NOTATION BDC CFD EPC EPO k LDV p QUB R T TDC TPC TPO ~ r bottom dead centre computational uid dynamics exhaust port closing exhaust port opening turbulent kinetic energy laser Doppler velocimetry pressure Queens University of Belfast gas constant temperature top dead centre transfer port closing transfer port opening approximately equal to dissipation rate of turbulent kinetic energy density
INTRODUCTION
The MS was received on 11 October 2000 and was accepted after revision for publication on 2 May 2001. * Corresponding author: 2149 Medford Road, #31, Ann Arbor, MI 48104, USA.
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It is widely recognized that the performance and eYciency of the two-stroke cycle engine are directly dependent on the eVectiveness of the scavenging process. Therefore a better understanding of the scavenging ow is vital for further improvement of engine performance and the reduction of fuel consumption and toxic emissions. This is especially true with the increasing stringency of the worldwide emissions regulations imposed on many applications of the two-stroke cycle engine. Techniques such as laser Doppler velocimetry (LDV ) allow the measurement of velocity and turbulence intensity of uid ow in optically accessible engines and this has improved the understanding of engine uid mechanics. Computational uid dynamics (CFD) oVers an alternative method for obtaining detailed ow data and numerous publications exist which report predictions of the ow in diVerent engine con gurations under various operating conditions. To date, however, detailed CFD predictions have been made for a very limited range of two-stroke cycle engine scavenging ows with varying degrees of success. The
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degree of success can be determined from a comparison of the predictions with accurately measured ow data taken from the real ow situation. Of the two-stroke cycle engine CFD predictions published, very few have been compared with detailed ow measurements. This is thought to be mainly due to the prohibitively expensive equipment required to obtain the ow data needed for detailed validation and the time involved in data acquisition. Another major consideration is the diYculty involved in obtaining the optical access required to make LDV measurements. If a CFD code is to be used with con dence, it must rst be thoroughly validated against accurately measured data. Obtaining LDV measurements from a ring twostroke cycle engine is still extremely diYcult. This is principally due to the rapid deterioration of the optical signal that results from the combustion process. Also, under red conditions peak in-cylinder pressures and temperatures are considerably higher than those under motored conditions and consequently the mechanical and thermal stresses are correspondingly higher. There is therefore concern over the survival of the windows that allow optical access into the cylinder. The intermediate step towards obtaining LDV measurements in a ring twostroke cycle engine is to make measurements in an engine operated under motored conditions. The engine used in this study has a window in the cylinder head to allow LDV measurements to be made of in-cylinder ow. Results for the cylinder are not presented in this paper. To date, the studies which have carried out detailed validations of CFD predictions of the ows in twostroke cycle engines have been published in references [1] to [5]. Amsden et al. [1 ] compared CFD predictions, obtained using KIVA-3 [6 ], of the ow eld in a loopscavenged, crankcase compression, two-stroke cycle engine with LDV measurements which were reported by Fansler and French [7]. The engine was operated under motored conditions at a speed of 1600 r/min. Measured and computed pressures and velocities were compared. Pressures agreed well over the cycle as did the velocities at the transfer ports. The in-cylinder ow velocities were, however, poorly predicted. Some of the largest discrepancies between the measured and predicted velocity elds occurred during the initial period of the transfer port opening ( TPO) on the downstroke of the piston. It was thought that some of these discrepancies observed were due to the inability of the CFD model to account for rounded port corners and piston crevice volume. Haworth et al. [2] extended the study carried out by Amsden et al. [1] using the LDV data reported in reference [7]. In addition to modelling the cylinder, a portion of the exhaust and the transfer ducts, a crankcase was included which removed the need to impose externally obtained boundary conditions. Rounded port corners were also included. This work demonstrated that many, but not all, of the details of the in-cylinder ow can be captured by providing proper initial and boundary
conditions and giving due attention to the geometrical modelling and the numerical accuracy. McKinley et al. [3] published validation work on the ow eld in a model two-stroke cycle engine under steady ow conditions. CFD predictions of the in-cylinder ow eld, obtained using PHOENICS [8], were compared with LDV measurements. The CFD model replicated the major ow eld features given that detailed directional measured inlet boundary conditions were applied at the transfer ports. Raghunathan and Kenny [4] published validation work of the ow in a motored model two-stroke cycle engine. The engine was geometrically the same as that used in reference [3] and was operated at 600 r/min under externally scavenged conditions. The CFD code Star-CD [9 ] was used to model the transfer duct, cylinder and a portion of the exhaust duct. The in-cylinder ow eld was markedly aVected by the back- ow through the exhaust at exhaust port opening ( EPO). The large-scale ow structures and global ow properties appeared to be well predicted; however, the ner ow details were not. By exhaust port closing ( EPC ) a good correlation between the measured and predicted ow elds was observed. Part of the discrepancies observed were attributed to the inability of the model to account for initial transfer port ow through the piston crevice volume. Ng [5] published CFD predictions of the ow within the cylinder and transfer ducts of a two-stroke cycle engine under steady state and motored conditions. A detailed comparison of the steady state ow predictions for the cylinder was made with existing two-dimensional LDV measurements. The predictions were obtained using the CFD code Star-CD [9]. The main features of the measured ow were correctly predicted and good correlation of the mean velocities was achieved. There were, however, discrepancies between the measured and predicted turbulence, the latter being underpredicted in regions of anisotropic turbulence. All of these two-stroke cycle engine validation studies [15] have concentrated on in-cylinder and port ows. The work presented here focuses on a detailed validation of ow predictions for the transfer duct of a two-stroke cycle engine operated under motored conditions and so represents a valuable addition to the above literature. The prediction of the correct temporal and spatial variation of the ow in the transfer duct is a prerequisite for the correct prediction of the in-cylinder ow eld.
EXPERIMENTAL INVESTIGATION
2.1 Modi cations made to the two-stroke cycle engine The test engine used in the experiments is a 500 cm3 loop-scavenged, crankcase compression, two-stroke cycle engine. The engine in its original production con guration contained two main transfer ports, two
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auxiliary transfer ports, three rear boost transfer ports and an exhaust port. This was modi ed to a two-port con guration, that is the two main transfer ports and the exhaust port were left open. The reason for this modi cation was to reduce the CFD modelling eVort in terms of meshing and run time. Another modi cation to the test engine was the inclusion of a reed valve downstream of the exhaust port. Exhaust back- ow is a characteristic of motored engines. The reason for using the exhaust reed valve was to reduce the likelihood of the back- ow aVecting the scavenge ow issuing from the transfer ports after TPO. One of the transfer ducts was modi ed to include a window for optical access. This was necessary in order to be able to make LDV measurements of the axial velocities (parallel to the cylinder axis) in the duct. Table 1 lists the engine speci cations. After modi cation of one of the transfer ducts to gain optical access, a preliminary test for symmetry was carried out using LDV [10]. The test, which was conducted in a similar manner to the extensively used Jante test [11] with the cylinder head removed, involved the measurement of velocity along lines on both sides of the symmetry plane at cylinder head level. The engine was operated under steady ow conditions for three diVerent TPOs. On the basis of the results from these tests, it was decided that, although displaying some asymmetries, the ow was on the whole reasonably symmetrical about the symmetry plane. The engine also had the original cylinder head replaced with one which contained a at fused silica window. This was to gain optical access to the cylinder volume so that LDV measurements could be made within the cylinder. However, as stated earlier, results for the cylinder are not presented in this paper.
attempt to minimize vibration amplitudes generated by the out-of-balance forces during motoring of the singlecylinder engine. Incorporated in the electric motor housing was a variable speed gearbox which was used to control the speed of the engine. The engine was operated at a speed of 500 r/min with a delivery ratio of 0.7. By placing a large ywheel on one side of the engine crankshaft a motoring speed of 500 r/min within 5 r/min was achieved. To calculate the delivery ratio [12], the mass owrate of the air into the engine at 500 r/min was measured using ori ce plates conforming to BS 1042 [13]. Figure 1 shows a plan view of the cylinder, transfer and exhaust duct layout. This gure should be helpful in visualizing where the measurement points are located in the transfer duct. Figure 2 shows the LDV measurement point locations in the transfer duct. The coordinate system used for locating the measurement points consists of X, Y and Z. X = 0.0 mm is located 2 mm from the right side of the optical access window, Y = 0.0 mm is located at the window inner surface and Z=0.0 mm at bottom dead centre ( BDC ). X increments by 5 mm, Y increments by 4.5 mm and XY planes exist at distances 5.5, 8, 13, 18 and 23 mm below BDC. An example of how to use the locating system is given in Fig. 2. Measurements of axial velocity were taken at 75 points in the transfer duct. Some of these have been chosen for comparison with the axial velocities predicted at equivalent locations within the CFD model.
2.3 LDV system The velocity measurements were obtained using a onecomponent bre optic LDV system. The system comprises a 5 W argon ion laser source, a TSI Colorburst Multicolor beam separator (model 9201), a remote TSI backscatter bre optic probe (model 9831), a TSI photomultiplier (model 9160), a TSI frequency downmixer (model 9186A) and a TSI counter-type signal processor (model 1990). The main LDV system speci cations are given in Table 2. The intake ow was seeded with atomized vegetable oil using particles with a mean diameter of the order of 0.8 m. Positioning accuracy of the measurement volume in the x and y directions was within 0.1 mm and in the z direction 0.0254 mm. The LDV
2.2 Test rig, experimental test conditions and LDV measurement locations The test engine was driven by a three-phase 4 kW electric motor which was connected to the engine crankshaft via a toothed rubber belt. Both the engine and the motor were mounted on a substantial concrete test bed in an
Table 1 Engine speci cations
86 mm 86 mm 145 mm 6.2 88.6 ATDC (top piston ring) 93.3 ATDC (piston crown) 266.7 ATDC (piston crown) 271.4 ATDC (top piston ring) 112.2 ATDC (top piston ring) 118.1 ATDC (piston crown) 241.9 ATDC (piston crown) 247.8 ATDC (top piston ring)
Cylinder bore Cylinder stroke Connecting rod length Trapped compression ratio Exhaust port timing (opening) Exhaust port timing (closing) Transfer ports timing (opening) Transfer ports timing (closing)
Fig. 1
ATDC, after top dead centre.

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Plan view of cylinder, transfer ducts and exhaust duct layout

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Fig. 2 Table 2
LDV measurement locations in transfer duct
Main speci cations of LDV system

514.5 nm Backscatter 11.04 250 mm 707 m 68 m ~26 10 MHz
Laser wavelength Operating mode Half-angle of beam intersection Fibre optic probe focal length Measurement volume length Measurement volume diameter Number of fringes across measurement volume Frequency shift
ow data presented in this work are ensemble averaged. Velocity measurements are made over many engine cycles and averaged. The results were obtained using a 1 crank angle window.
tical to create a mesh incorporating the very ne cell structure required to simulate the piston crevice volume. Assuming the piston crown was at was thought not to have a signi cant aVect on the scavenging ow. The piston crown in the experimental engine was domed (a rise of 1 mm over the piston radius of 43 mm). From an analysis of preliminary LDV results obtained under steady ow conditions for diVerent port openings it was concluded that the modi cation to one of the transfer ducts to allow optical access for LDV measurements had a negligible aVect on the in-cylinder ow. The seeding particles required in the ow for LDV measurements were assumed to follow the ow and not to have any signi cant aVect on the ow.
COMPUTATIONAL INVESTIGATION
The CFD code Star-CD [14] was used for the CFD predictions. Table 3 lists the main diVerences between the CFD model and the experimental engine. With the computer resources available it was considered not pracTable 3 Main diVerences between CFD model and experimental engine
Experimental engine Transfer port timing is controlled by the top piston ring and not by the top edge of the piston. Piston crown is slightly domed. Air plus atomized vegetable oil (seeding) ows through the engine. One of the transfer ducts has been slightly modi ed to allow for optical access to take LDV measurements
CFD model Transfer port timing is controlled by the top edge of the piston and not the top piston ring. No piston ring crevice volume is modelled. A at piston crown is assumed. The properties of air were used in the model. Modi cation to allow optical access to transfer duct is not modelled.
Fig. 3
CFD model in the BDC position

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3.1 Mesh construction and motion Because of the symmetry of the engine cylinder and duct geometry, only half of the ow volume of interest is modelled. This assumption seems reasonable and has been used in the majority of the CFD studies carried out to date on ow domains which have a plane of symmetry. The computational mesh was divided into three separate regions, namely the transfer duct, cylinder and exhaust duct. The exhaust duct contained 5225 cells, the cylinder contained 50 400 cells and the transfer duct contained 5850 cells. Figure 3 shows the CFD model at BDC position. Mesh motion was carried out using the cell layer deactivation/activation facility in Star-CD as well as user coding which varied the position of vertices with solution time.
3.2 Grid independence Reaching a grid independent solution is a very important step in the modelling process. However, due to the complexity of the CFD model in this work, it was not practical to perform grid independence tests. Raghunathan and Kenny [4, 15] used a similar number of cells to the CFD model presented here to model the cylinder, transfer duct and a portion of the exhaust duct of a twostroke cycle engine. With ~17 000 cells, McKinley et al. [3 ] reached a grid independent solution for a CFD model of the cylinder volume in a two-stroke cycle engine. Ng et al. [16 ] used 23 040 cells to model only the cylinder volume of a two-stroke cycle engine. Yu et al. [17] used ~5000 cells to represent the cylinder of a two-stroke cycle engine. The cylinder volume alone for the current CFD model contained 50 400 cells. The work of
(a)
(b) Fig. 4 (a) Measured crankcase and exhaust pressures (used as boundary conditions for the CFD model ). (b) Measured and predicted (CFD) cylinder pressure [from transfer port opening (TPO) to transfer port closing (TPC )]
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Raghunathan and Kenny [4, 15], Ng et al. [16 ] and Yu et al. [17] employed the Star-CD CFD code while the work of McKinley used the PHOENICS [8] CFD code.
3.3 Boundary and initial conditions The boundary conditions for the transfer (inlet) and exhaust (outlet) duct ends were supplied to the model in the form of experimentally measured pressuretime histories. Figure 4a shows the measured pressuretime histories for the crankcase and exhaust which were used for the boundary conditions of the CFD model. A FORTRAN program was written which would supply the model with a value for pressure at a given time step. Also calculated in the program were estimated values for temperature since no temperature measurement existed. These were calculated using the isentropic relation between pressure and temperature for air. Initial values for turbulence quantities were input as turbulence
intensity and turbulence length scale. Turbulence intensity was assigned a value of 0.1 [18] while the turbulent length scale was assigned a value which was approximately 10 per cent [19, 20] of characteristic length (port height). The initial conditions for the cylinder volume were in the form of pressure, temperature, turbulence intensity and turbulence length scale. The initial pressure condition was obtained from the experimentally measured cylinder pressure data for the engine. Initial cylinder temperature was estimated using the isentropic relation between pressure and temperature for air while turbulence intensity and turbulent length scale were assigned values of 0.1 [18] and 0.0043 m respectively where the characteristic length was the cylinder radius (43 mm). Initial conditions for the ducts were speci ed in the same way. Other boundary conditions used in the model were of the symmetry and wall type. Because the engine port geometry had a symmetry plane, only half of the engine
(a)
(b) Fig. 5
(a) LDV measured axial velocities. (b) CFD predicted axial velocities
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(a)
(b) Fig. 6 (a) LDV measured axial velocities. (b) CFD predicted axial velocities
was modelled. As a result a symmetry plane boundary condition was used to mirror the other half of the ow domain not being modelled. This covered the cylinder and exhaust duct. All other boundaries in the model which were not assigned symmetry or prescribed pressure boundary condition were considered as wall boundaries and were assigned wall boundary conditions. Values were input for wall temperature and a no-slip condition was specied. Wall functions [14, 21] were used to represent the regions of low Reynolds number ow near the walls.
3.4 Fluid properties The CFD model was set up to solve for a compressible and turbulent ow eld. Density was calculated using the ideal gas law r =p/(RT ). The turbulence models available in the Star-CD code
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for modelling turbulent ow are variants of the wellknown k model [22], all comprising diVerential transport equations for the turbulent kinetic energy k and its dissipation rate . The main options are the standard model, in which the high (turbulent) Reynolds number forms of the k and equations are used in conjunction with algebraic law of the wall representations of ow, heat and mass transfer within boundary layers, and the renormalization group (RNG) version of the k model [23]; i.e. RNG k is employed in high Reynolds number form in conjunction with the law of the wall functions. For the CFD model presented in this work, the standard k turbulence model was used. Investigations of twostroke cycle engine in-cylinder and duct ows using both the k and the RNG k turbulence models have revealed little diVerence between the two [15]. On the basis of a comparison of the computation of transient jets using the two models no justi cation could be made for using the RNG k turbulence model [24].
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(a)
(b) Fig. 7 (a) LDV measured axial welocities. (b) CFD predicted axial velocities
3.5 Solution The solution was obtained using the PISO solution algorithm for transient problems. The solution, which started at 90 ATDC, was split up into 810 time steps for stability reasons. From 90 ATDC to 270 ATDC there were 720 time steps. From 270 ATDC to 360 ATDC there were 90 time steps. Typical run times were around 8 days on a SunSparcstation 20 model 50 computer with 64 MB RAM. Solutions were obtained for models run with rst-, second- and third-order discretization schemes. The rst-order scheme used was upwind diVerencing [14, 21]. The second-order schemes used were linear upwind diVerencing, central diVerencing and self- ltered central diVerencing [14, 21].The third-order scheme used was the QUICK [14, 21] scheme. Higherorder schemes are in general more accurate but are less computationally eYcient. Minor diVerences were evident in the results. The model presented here used a blend of upwind diVerencing and linear upwind diVerencing.
3.6 One-dimensional engine simulation package GENENG GENENG is a general engine simulation program which has been developed at The Queens University of Belfast (QUB). It allows the thermodynamic and gas dynamic analysis of both two- and four-stroke internal combustion engines. It is a relatively fast means of getting quite a substantial amount of data on the performance of an engine. The program tracks the leftward and rightward pressure waves through a one-dimensional mesh structure which represents the engine ducting. Crankcases and cylinder volumes are modelled as zero-dimensional boxes. The program solves the gas dynamic equations using a solution scheme based on the method reported in references [25, 26]. The unsteady gas dynamic equations in addition to the theory on the various submodels used in the program have been published in reference [25]. Boundary conditions for the one-dimensional model
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consist of the speci cation of atmospheric pressure and temperature at the open end of the engine intake pipe and at the end of the exhaust pipe. The results from the model after being run for 50 cycles at 500 r/min to ensure convergence are presented.
the centre of the cylinder head (around the usual location of a spark plug). The minor oscillations about atmospheric in the predicted cylinder pressure are not seen in the measured pressure. This comparison serves as a check on the global validity of the model.
RESULTS AND DISCUSSION
4.2 LDV measured and CFD predicted axial velocity results The axial velocity results obtained for the transfer duct are presented in Figs 5 to 11. Figure 2 shows the measurement locations in the transfer duct. The coordinate system used for locating the measurement points has been outlined in Section 2.2. In Figs 5 to 11 the broken lines at TPO and TPC represent the top piston ring passing the top of the transfer port while the full lines represent the top of the piston passing the top of the transfer port.
4.1 CFD predicted cylinder pressure from TPO to TPC A comparison of the CFD predicted and measured cylinder pressure variation from TPO to TPC shows a good degree of correlation in that all the main features of the measured trace are predicted ( Fig. 4b). Phasing is in close agreement and magnitudes diVer only slightly. It should be noted that the predicted pressure is averaged over the cylinder volume while the measured pressure is the ensemble-averaged pressure variation at a point in
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Figure 5 shows the measured mean axial velocity variation for two locations in the transfer duct at 23 mm below BDC. The location for each measurement point is given on each gure. In general the measured velocity variation can be described as consisting of small velocity variations about zero until ~112.2 ATDC. On reaching 112.2 ATDC (piston top ring uncovers the top of the transfer port ), the axial velocity starts to increase owing to initial crankcase blowdown through the piston crevice volume. From ~118 ATDC ( TPO) to ~143 ATDC most of the fresh charge mass ow into the cylinder takes place. Crankcase blowdown is followed by velocity oscillations whose period in crank angle degrees is ~15. Back- ow from the cylinder into the transfer duct occurs after 180 ATDC. By TPC the ow direction can be positive (into the cylinder) or negative (into the transfer duct) depending on the location in the duct. After TPO a vortex ow structure exists within the duct. This decays by ~300 ATDC (not shown). This vortex ow structure
was also identi ed in the work carried out in reference [27]. It was found from the measurements that, in general, the higher axial ow velocities during crankcase blowdown were located towards the duct inner wall (for increasing values of Y in Fig. 2). This agrees with the experimental ndings in reference [27] which published work carried out on a two-stroke cycle loop-scavenged engine motored at speeds of 100400 r/min. In the results presented here, a comparison of the measured and CFD predicted velocity pro les during crankcase blowdown in the transfer duct reveals some interesting diVerences. Comparing Fig. 5a with 5b shows that the CFD model predicts the opposite velocity gradient to the measured one. In fact the velocity gradient is much steeper in the CFD predictions. The measured diVerence in velocity for these locations at ~135 ATDC is ~3 m/s over 9 mm whereas the predicted diVerence is ~20 m/s. Investigation of the CFD model transfer duct axial ow
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revealed velocities of ~10 m/s towards the inner wall for X=10 mm so that, when averaged, the diVerence between the overall measured and predicted velocities is not as large as it appears from these gures. By TPC the pro le is correctly predicted although again velocity magnitudes are incorrect. Apart from the magnitudes and pro les being incorrectly predicted, the model does predict the general trend of the measured velocity variation reasonably well. The crankcase blowdown period is of the correct duration. This is followed by velocity oscillations of approximately the same period. Back- ow from the cylinder into the transfer duct occurs in both after BDC. Figures 6 and 7 compare velocity variations along similar lines at other locations in the duct. The same trends are observed. However, in Fig. 7b the predicted velocity variation during crankcase blowdown does not display the same steep velocity gradient in the y direction that is displayed in Figs 5b and 6b. The measured and predicted velocity variation along
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the x direction is shown in Fig. 8. Again the velocity gradient in this direction has been incorrectly predicted by the CFD model. At the peak of crankcase blowdown the diVerence in measured velocity over 20 mm is negligible while the diVerence in the predicted velocity is ~23 m/s for these two points. At TPC the correct pro le is being predicted but the magnitudes are again incorrect. The same trend is shown in Fig. 9. Figure 10 shows measured and predicted velocity variations at points 5.5 mm below BDC. Again the pro les are incorrectly predicted before BDC and correctly predicted after BDC. The measured and predicted velocity variation in the x direction at Z = 5.5 mm is shown in Fig. 11. Again only global trends are reasonably well predicted while the details are incorrect. Overall the CFD model has successfully predicted the global temporal nature of the ow in the axial direction within the transfer duct but has poorly predicted the detailed spatial character of the ow. It is thought that the lack of a piston crevice volume in the
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model is a contributor to the discrepancy observed in the velocity pro le during crankcase blowdown. In the actual engine just before TPO ( 112.2 ATDC piston top ring uncovers the top of the transfer port), ow from the transfer duct initially starts to ow into the cylinder through the crevice volume and subsequently attaches to the cylinder wall. The distance between the piston top ring and the top edge of the piston is 3.5 mm. In the CFD model there is no ow into the cylinder until the piston top uncovers the transfer port top ( 118.1 ATDC ). When this happens the initial ow attachment is to the piston top. This is thought to be one of the main reasons for the con icting velocity gradients in the Y direction between the measurements and CFD predictions. Prediction of the correct temporal and spatial variation of the transfer duct ow is a prerequisite for the accurate prediction of the in-cylinder ow eld.
4.3 One-dimensional (GENENG ) predictions of velocity and pressure The predicted results from the one-dimensional unsteady gas dynamic simulation package (GENENG ) are presented in Fig. 12. These are compared with experimentally measured pressure and velocity. Figure 12a shows one-dimensional predicted and LDV measured axial velocity at a location approximately 30 mm from the crankcase end of the transfer duct. It should be noted that the predicted velocity represents the bulk ow through the transfer duct, i.e. the one-dimensional velocity component parallel to the pipe axis, while the measured velocity represents one component (of a three-dimensional ow) and is the result of averaging over a limited portion (15 points) of the duct. A high degree of correlation is observed with all the main features being replicated. The eVect of piston crevice volume is again clearly evident
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(b)
(c)
(d) (a) Measured and predicted (one-dimensional ) axial velocity. (b) Predicted (one-dimensional ) pressure waves. (c ) Measured and predicted (one-dimensional ) crankcase pressure. (d) Measured and predicted (one-dimensional ) exhaust pressure
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Fig. 12
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with an increase in measured axial velocity at ~112 ATDC, i.e. the scavenge ow starts to ow into the cylinder before the piston edge has uncovered the port. The duration of the crankcase blowdown is correctly predicted to within a few degrees ( Fig. 12a). The discrepancy in magnitude and phasing observed in the second half of crankcase blowdown is believed to be attributed to a diVerence in predicted delivery ratio (0.8) and measured delivery ratio (0.7). Also the fact that the piston crevice volume was not modelled means that there is a diVerence in port timing between the GENENG model and actual engine. This results in the GENENG model having a slightly shorter time for the scavenging to take place. The oscillations displayed after crankcase blowdown are correctly predicted in terms of period (~15 ) and to a lesser extent magnitude; the phasing, however, is incorrect. The oscillatory ow behaviour around BDC was also observed in reference [27] where it was speculated that the oscillations were probably due to pressure wave re ections from the open ends of the transfer duct. Since it is not yet possible actually to measure the rightward- and leftward-moving pressure waves, the only option is to employ a simulation package such as GENENG. This provides a more complete picture of what is occurring in the duct. GENENG calculates the rightward- and leftward-moving pressure waves in all ducts attached to the engine. Figure 12b shows the rightward- and leftward-moving pressure waves calculated in the transfer duct at a location approximately 30 mm from the crankcase end of the transfer duct. The rightward direction indicates the direction from the crankcase to the cylinder. Figure 12b clearly shows that the oscillations observed in the transfer duct axial velocity after crankcase blowdown are due to pressure wave activity in the duct and therefore con rms the speculation of Weclas et al. [27]. Figures 12c and d show measured and GENENG predicted crankcase and exhaust pressures respectively. A high degree of correlation is evident with all the major features being predicted. Again the phase diVerence in both gures is believed to be attributed to a diVerence in predicted and measured delivery ratios.
duct showed that the CFD model could replicate the general trend of the velocity pro le but not the details. Much of the discrepancy between the CFD model predictions and the measured ow data is thought to be due to the fact that the CFD model did not take into account the piston crevice volume. 3. The measured crankcase and exhaust pressures were well replicated using the one-dimensional QUB general engine simulation package GENENG. The oscillations observed in the axial velocity at a location in the transfer duct after crankcase blowdown were replicated by both the CFD model and GENENG. The oscillations were shown to be due to pressure wave activity within the transfer duct. This con rms the speculation of Weclas et al. [27]. ACKNOWLEDGEMENTS The authors wish to acknowledge The Queens University of Belfast for providing the computing and laboratory facilities. Funding was provided through NIDevR/ESF grants. REFERENCES
1 Amsden, A. A., ORourke, P. J., Butler, T. D., Meintjes, K. and Fansler, T. D. Comparisons of computed and measured three-dimensional velocity elds in a motored two-stroke engine. SAE paper 920418, 1992. 2 Haworth, D. C., Huebler, M. S., El Tahry, S. H. and Matthes, W. R. Multidimensional calculations for a twocycle engine: a detailed scavenging model validation. SAE paper 932712, 1993. 3 McKinley, N. R., Kenny, R. G. and Fleck, R. CFD prediction of a two-stroke, in-cylinder steady ow eldan experimental validation. SAE paper 940399, 1994. 4 Raghunathan, B. D. and Kenny, R. G. CFD simulation and validation of the ow within a motored two-stroke engine. SAE paper 970359, 1997. 5 Ng, K. Investigation of gas exchange processes in the ports and cylinder of two-stroke engines. PhD thesis, Department of Mechanical Engineering, Kings College London, University of London, 1999. 6 Amsden, A. A., ORourke, P. J. and Butler, T. D. KIVA-3: a block-structured-mesh KIVA program for complex geometries. Los Alamos National Laboratory Report LA-12503-MS, 1992. 7 Fansler, T. D. and French, D. T. The scavenging ow eld in a crankcase-compression two-stroke enginea threedimensional laser-velocimetry survey. SAE paper 920417, 1992. 8 Spalding, D. B. A general purpose computer program for multidimensional one- and two-phase ow. Mathematics and Computers in Simulation, 1981, 23, 267276. 9 Star-CD 2.21 Manuals, 1994 (Computational Dynamics). 10 Creaven, J. P. Modelling and evaluation of two-stroke engine scavenging. PhD thesis, Department of Mechanical Engineering, The Queens University of Belfast, 1998.
D09700 IMechE 2001
CONCLUSIONS
The scavenging ow in the transfer duct of a crankcase compression, loop-scavenged, two-stroke cycle engine operating under motored conditions has been investigated experimentally and computationally. The main conclusions which are drawn from the work presented are as follows: 1. The CFD model predicted the cylinder pressure from TPO to TPC to a high degree of accuracy. 2. A comparison of measured and predicted transfer duct axial velocities at various locations within the
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11 Jante, A. Scavenging and other problems of two-stroke cycle spark-ignition engines. SAE paper 680468, 1968. 12 SAE J604d Engine Terminology and Nomenclature, June 1979 (Society of Automotive Engineers, Warrendale, Pennsylvania). 13 BS 1042 : 1981 Methods for the Measurement of Fluid Flow in Closed Conduits, 1981 (British Standards Institution, London). 14 Star-CD 3.0 Manuals, 1997 (Computational Dynamics). 15 Raghunathan, B. D. Two-stroke engine in-cylinder and duct ows. PhD thesis, Department of Mechanical Engineering, The Queens University of Belfast, 1996. 16 Ng, K., Yianneskis, M., Foster, D. P. E. and Ganti, G. A numerical investigation of the eVect of inlet charge direction on the scavenging behaviour of a two-stroke engine. In 3rd International IMechE Conference on Computers in Reciprocating Engines and Gas Turbines, London, January 1996, paper C499/056/96, pp. 269280 (Mechanical Engineering Publications, London). 17 Yu, L., Campbell, T. and Pollock, W. A simulation model for direct-fuel-injection of two-stroke gasoline engines. SAE paper 970366, 1997. 18 Mendonca, F. G., Shah, P. and Glynn, D. R. Modelling of in-cylinder aerodynamics using a body- tted moving grid. CHAM Internal Report, 1991. 19 Sweeney, M. E. G., Swann, G. B. G., Kenny, R. G. and Blair, G. P. Computational uid dynamics applied to twostroke engine scavenging. SAE paper 851519, 1985.
20 Chen, A., Ganti, G., Lee, K. C. and Yianneskis, M. A comparison of CFD predictions and LDA measurements of the ow through a generic inlet port. In PD-Vol. 64-8.1, Engineering Systems Design and Analysis, Vol. 8, Part A, 1994 (ASME, New York). 21 Versteeg, H. K. and Malalasekera, W. An Introduction to Computational Fluid DynamicsThe Finite Volume Method, 1995 (Longman, London). 22 Launder, B. E. and Spalding, D. B. The numerical computation of turbulent ow. Computer Meth. Appl. Mech. Engng, 1974, 3, 269289. 23 Yakhot, V. and Orszag, S. A. Renormalisation group analysis of turbulenceI: basic theory. J. Scientif. Computing, 1986, 1, 151. 24 Abraham, J. and Magi, V. Computations of transient jets: RNG k model versus standard k model. SAE paper 970855, 1997. 25 Blair, G. P. The Design and Simulation of Two-Stroke Engines, 1996 (SAE, Warrendale, Pennsylvania). 26 Blair, G. P. An alternative method for the prediction of unsteady gas ow through the internal combustion engine. SAE paper 911850, 1991. 27 Weclas, M., Melling, A. and Durst, F. Characteristics of scavenging ow in transfer ports of a motored two-stroke engine. Proc. Instn Mech. Engrs, Part D, Journal of Automobile Engineering, 1997, 211(D4), 301317.
D09700 IMechE 2001

A Computational and Experimental Study of The Scavenging Flow in The Transfer Duct of A Motored

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A Computational and Experimental Study of The Scavenging Flow in The Transfer Duct of A Motored

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Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering http://pid.sagepub.

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J P CREAVEN, R G KENNY, R FLECK AND G CUNNINGHAM

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