Flow Simulation in Port and Cylinder of a Small Motorcycle Engine With Inclined Valve

Author(s):  
Ma-Ji Luo ◽  
Zhen Huang ◽  
Guo-Hua Chen ◽  
Yuan-Hao Ma

The in-cylinder flow of an internal combustion engine has great effect on the major engine performance characteristics. To understand the complex intake phenomena in a small high-speed two-valve-per-cylinder motorcycle engine, a numerical analytic model based on the KIVA-3 code is developed for the three-dimensional transient intake flow, including a moving piston and a moving inclined intake valve. The valve model adopts the body-fitted technique and the dynamic grids induced by the moving valve are automatically generated by the grid remeshing method. Turbulence is represented by k-ε model. Comparison with the measured engine cylinder pressure shows that the simulation result is generally in good agreement with the experiment. The calculated results reveal the formation of the in-cylinder tumble motion, the variation of tumble ratios, turbulence kinetic energy and the cylinder pressure. The effects of engine speeds on the intake process are also investigated. The simulation results provide important information for the design of engine intake system.

Author(s):  
Baine Breaux ◽  
Chris Hoops ◽  
William Glewen

The intensity and structure of in-cylinder turbulence is known to have a significant effect on internal combustion engine performance. Changes in flow structure and turbulence intensity result in changes to the rate of heat release, cylinder wall heat rejection, and cycle-to-cycle combustion variability. This paper seeks to quantify these engine performance consequences and identify fundamental similarities across a range of high-speed, medium-bore, lean-burn, spark-ignited reciprocating engines. In-cylinder turbulence was manipulated by changing the extent of intake port-induced swirl as well as varying the level of piston-generated turbulence. The relationship between in-cylinder turbulence and engine knock is also discussed. Increasing in-cylinder turbulence generally reduces combustion duration, but test results reveal that increasing swirl beyond a critical point can cause a lengthening of burn durations and greatly reduced engine performance. This critical swirl level is related to the extent of small-scale, piston generated turbulence present in the cylinder. Increasing in-cylinder turbulence generally leads to reduced cycle-to-cycle variability and increased detonation margin. The overall change in thermal efficiency was dependent on the balance of these factors and wall heat transfer, and varied depending on the operational constraints for a given engine and application. Single cylinder engine test data, supported with three dimensional CFD results are used to demonstrate and explain these basic combustion engine principles.


Author(s):  
Baine Breaux ◽  
Chris Hoops ◽  
William Glewen

The intensity and structure of in-cylinder turbulence is known to have a significant effect on internal combustion engine performance. Changes in flow structure and turbulence intensity result in changes to the rate of heat release, cylinder wall heat rejection, and cycle-to-cycle combustion variability. This paper seeks to quantify these engine performance consequences and identify fundamental similarities across a range of high-speed, medium-bore, lean-burn, spark-ignited reciprocating engines. In-cylinder turbulence was manipulated by changing the extent of intake port-induced swirl as well as varying the level of piston-generated turbulence. The relationship between in-cylinder turbulence and engine knock is also discussed. Increasing in-cylinder turbulence generally reduces combustion duration, but test results reveal that increasing swirl beyond a critical point can cause a lengthening of burn durations and greatly reduced engine performance. This critical swirl level is related to the extent of small-scale, piston-generated turbulence present in the cylinder. Increasing in-cylinder turbulence generally leads to reduced cycle-to-cycle variability and increased detonation margin (DM). The overall change in thermal efficiency was dependent on the balance of these factors and wall heat transfer, and varied depending on the operational constraints for a given engine and application. Single cylinder engine test data, supported with three-dimensional computational fluid dynamics (CFD) results, are used to demonstrate and explain these basic combustion engine principles.


2017 ◽  
Vol 284 (1852) ◽  
pp. 20170359 ◽  
Author(s):  
Arjun Nair ◽  
Christy Nguyen ◽  
Matthew J. McHenry

An escape response is a rapid manoeuvre used by prey to evade predators. Performing this manoeuvre at greater speed, in a favourable direction, or from a longer distance have been hypothesized to enhance the survival of prey, but these ideas are difficult to test experimentally. We examined how prey survival depends on escape kinematics through a novel combination of experimentation and mathematical modelling. This approach focused on zebrafish ( Danio rerio ) larvae under predation by adults and juveniles of the same species. High-speed three-dimensional kinematics were used to track the body position of prey and predator and to determine the probability of behavioural actions by both fish. These measurements provided the basis for an agent-based probabilistic model that simulated the trajectories of the animals. Predictions of survivorship by this model were found by Monte Carlo simulations to agree with our observations and we examined how these predictions varied by changing individual model parameters. Contrary to expectation, we found that survival may not be improved by increasing the speed or altering the direction of the escape. Rather, zebrafish larvae operate with sufficiently high locomotor performance due to the relatively slow approach and limited range of suction feeding by fish predators. We did find that survival was enhanced when prey responded from a greater distance. This is an ability that depends on the capacity of the visual and lateral line systems to detect a looming threat. Therefore, performance in sensing, and not locomotion, is decisive for improving the survival of larval fish prey. These results offer a framework for understanding the evolution of predator–prey strategy that may inform prey survival in a broad diversity of animals.


Author(s):  
Stefania Falfari ◽  
Gian Marco Bianchi ◽  
Luca Nuti

For increasing the thermal engine efficiency, faster combustion and low cycle-to-cycle variation are required. In PFI engines the organization of in-cylinder flow structure is thus mandatory for achieving increased efficiency. In particular the formation of a coherent tumble vortex with dimensions comparable to engine stroke largely promotes proper turbulence production extending the engine tolerance to dilute/lean mixture. For motorbike and scooter applications, tumble has been considered as an effective way to further improve combustion system efficiency and to achieve emission reduction since layout and weight constraints limit the adoption of more advanced concepts. In literature chamber geometry was found to have a significant influence on bulk motion and turbulence levels at ignition time, while intake system influences mainly the formation of tumble vortices during suction phase. The most common engine parameters believed to affect in-cylinder flow structure are: 1. Intake duct angle; 2. Inlet valve shape and lift; 3. Piston shape; 4. Pent-roof angle. The present paper deals with the computational analysis of three different head shapes equipping a scooter/motorcycle engine and their influence on the tumble flow formation and breakdown, up to the final turbulent kinetic energy distribution at spark plug. The engine in analysis is a 3-valves pent-roof motorcycle engine. The three dimensional CFD simulations were run at 6500 rpm with AVL FIRE code on the three engines characterised by the same piston, valve lift, pent-roof angle and compression ratio. They differ only in head shape and squish areas. The aim of the present paper is to demonstrate the influence of different head shapes on in-cylinder flow motion, with particular care to tumble motion and turbulence level at ignition time. Moreover, an analysis of the mutual influence between tumble motion and squish motion was carried out in order to assess the role of both these motions in promoting a proper level of turbulence at ignition time close to spark plug in small 3-valves engines.


2017 ◽  
Vol 29 (3) ◽  
pp. 528-535
Author(s):  
Yoichi Masuda ◽  
◽  
Masato Ishikawa

[abstFig src='/00290003/08.jpg' width='230' text='The tripedal robot “Martian petit”' ] Significant efforts to simplify the body structure of multi-legged walking robots have been made over the years. Of these, the Spring-Loaded-Inverted-Pendulum (SLIP) model has been very popular, therefore widely employed in the design of walking robots. In this paper, we develop a SLIP-based tripedal walking robot with a focus on the geometric symmetry of the body structure. The proposed robot possesses a compact, light-weight, and compliant leg modules. These modules are controlled by a distributed control law that consists of decoupled oscillators with only local force feedback. As demonstrated through experiments, the simplified design of the robot makes possible the generation of high-speed dynamic locomotion. Despite the structural simplicity of the proposed model, the generation of several gait-patterns is demonstrated. The proposed minimalistic design approach with radial symmetry simplifies the function of each limb in the three-dimensional gait generation of the robot.


Author(s):  
Evgenia Korsukova ◽  
Arno Kruisbrink ◽  
Hervé Morvan ◽  
Paloma Paleo Cageao ◽  
Kathy Simmons

The process of rotating scoops capturing oil coming out of a stationary jet nozzle was simulated with CFD (Computational Fluid Dynamics) and SPH (Smoothed Particles Hydrodynamics). The aim was to determine the efficiency of the oil capture, and the effects of varying parameters such as angular velocity of the scoops, the speed and direction of the oil jet and arrangement of the oil jets (in case of more than one jet). This configuration is found in engine cooling and/or lubricating systems: where oil scoops are used to deliver the oil to the places where direct injection is not possible. In CFD both two- and three-dimensional geometries were used; the models were then run using the Volume of Fluid method with the SST k-ω model. SPH is a meshless Lagrangian method for flow simulation, where the fluid is represented by particles. In addition to the conventional SPH formulation, three main highlights were introduced in the current work: the rotating ghost particles (representing the scoops), the particle collision model (Korzilius et al., 2014) and source and sink particles (representing the oil coming out from the nozzle and captured at the scoops respectively). The simulations allowed for the observation of the free surface of the oil jet (before, during, and after cutting of the jet by the blade), the pressure and velocity fields for the air and oil, and the efficiency of the system, defined as the ratio of oil outflow (via scoops) and inflow. This is a comparative study between CFD and SPH, where SPH is explored for a lubrication of a high-speed rotating component. The results of CFD and SPH, in particular the oil free surface and the efficiency, were then compared and validated with experimental results, demonstrating good agreement. The setup and comparison of the results obtained with the described techniques are presented in this work.


Author(s):  
S. Y. Ho ◽  
A. J. Przekwas

Abstract An advanced computational fluid dynamics package, REFLEQS, has been adapted to calculate the flow in the induction system of an internal combustion engine. Results of complex flow fields in multi-valve engine intake/exhaust ports and cylinders, including moving valves and piston, are calculated. The body-fitted structured grids generated with partial differential equations method have been applied to represent complex engine components configuration such as engine intake/exhaust ports, ducts, valves and cylinders. An upwind scheme combined with SIMPLEC method is employed to solve the Navier-Stokes equations. Several 2D and 3D flows in engine ports/cylinders are simulated. Complex flow fields involve separated flows near the entry of cylinder head, vortices near the corner and behind the valves and the valve/stem generated swirling and tumbling flows. The present work aims at establishing a generalized computational environment for analyzing the physical mechanisms and design parameters controlling internal flows in automotive air/fuel induction systems.


2000 ◽  
Vol 203 (12) ◽  
pp. 1869-1885 ◽  
Author(s):  
A. Roberts ◽  
N.A. Hill ◽  
R. Hicks

Many amphibian tadpoles hatch and swim before their inner ears and sense of spatial orientation differentiate. We describe upward and downward swimming responses in hatchling Xenopus laevis tadpoles from stages 32 to 37/38 in which the body rotates about its longitudinal axis. Tadpoles are heavier than water and, if touched while lying on the substratum, they reliably swim upwards, often in a tight spiral. This response has been observed using stroboscopic photography and high-speed video recordings. The sense of the spiral is not fixed for individual tadpoles. In ‘more horizontal swimming’ (i.e. in directions within +/−30 degrees of the horizontal), the tadpoles usually swim belly-down, but this position is not a prerequisite for subsequent upward spiral swimming. Newly hatched tadpoles spend 99 % of their time hanging tail-down from mucus secreted by a cement gland on the head. When suspended in mid-water by a mucus strand, tadpoles from stage 31 to 37/38 tend to swim spirally down when touched on the head and up when touched on the tail. The three-dimensional swimming paths of stage 33/34 tadpoles were plotted using simultaneous video images recorded from the side and from above. Tadpoles spiralled for 70 % of the swimming time, and the probability of spiralling increased to 1 as swim path angles became more vertical. Tadpoles were neutrally buoyant in Percoll/water mixtures at 1.05 g cm(−)(3), in which anaesthetised tadpoles floated belly-down and head-up at 30 degrees. In water, their centre of mass was ventral to the muscles in the yolk mass. A simple mathematical model suggests that the orientation of tadpoles during swimming is governed by the action of two torques, one of which raises the head (i.e. increases the pitch) and the other rotates (rolls) the body. Consequently, tadpoles (i) swim belly-down when the body is approximately horizontal because the body is ballasted by dense yolk, and (ii) swim spirally at more vertical orientations when the ballasting no longer stabilises orientation. Measurements in tethered tadpoles show that dorsal body flexion, which could produce a dorsal pitch torque, is present during swimming and increases with tailbeat frequency. We discuss how much of the tadpole's behaviour can be explained by our mathematical model and suggest that, at this stage of development, oriented swimming responses may depend on simple touch reflexes, the organisation of the muscles and physical features of the body, rather than on vestibular reflexes.


2019 ◽  
Vol 6 (5) ◽  
pp. 190060 ◽  
Author(s):  
Amber J. Collings ◽  
Laura B. Porro ◽  
Cameron Hill ◽  
Christopher T. Richards

Some frog species, such as Kassina maculata (red-legged running frog), use an asynchronous walking/running gait as their primary locomotor mode. Prior comparative anatomy work has suggested that lateral rotation of the pelvis improves walking performance by increasing hindlimb stride length; however, this hypothesis has never been tested. Using non-invasive methods, experimental high-speed video data collected from eight animals were used to create two three-dimensional kinematic models. These models, each fixed to alternative local anatomical reference frames, were used to investigate the hypothesis that lateral rotation of the mobile ilio-sacral joint in the anuran pelvis plays a propulsive role in walking locomotion by increasing hindlimb stride length. All frogs used a walking gait (duty factor greater than 0.5) despite travelling over a range of speeds (0.04–0.23 m s −1 ). The hindlimb joint motions throughout a single stride were temporally synchronized with lateral rotation of the pelvis. The pelvis itself, on average, underwent an angular excursion of 12.71° (±4.39°) with respect to the body midline during lateral rotation. However, comparison between our two kinematic models demonstrated that lateral rotation of the pelvis only increases the cranio-caudal excursion of the hindlimb modestly. Thus, we propose that pelvic lateral rotation is not a stride length augmenting mechanism in K. maculata .


2016 ◽  
Vol 3 (6) ◽  
pp. 160230 ◽  
Author(s):  
Jialei Song ◽  
Bret W. Tobalske ◽  
Donald R. Powers ◽  
Tyson L. Hedrick ◽  
Haoxiang Luo

We present a computational study of flapping-wing aerodynamics of a calliope hummingbird ( Selasphorus calliope ) during fast forward flight. Three-dimensional wing kinematics were incorporated into the model by extracting time-dependent wing position from high-speed videos of the bird flying in a wind tunnel at 8.3 m s −1 . The advance ratio, i.e. the ratio between flight speed and average wingtip speed, is around one. An immersed-boundary method was used to simulate flow around the wings and bird body. The result shows that both downstroke and upstroke in a wingbeat cycle produce significant thrust for the bird to overcome drag on the body, and such thrust production comes at price of negative lift induced during upstroke. This feature might be shared with bats, while being distinct from insects and other birds, including closely related swifts.


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