Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine?
Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results sho...
Ausführliche Beschreibung
Gespeichert in:
| Autor*in: |
Witze, P. O. [verfasserIn] |
|---|
| Format: |
Artikel |
|---|---|
| Sprache: |
Englisch |
| Erschienen: |
1989 |
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| Schlagwörter: |
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| Anmerkung: |
© Springer-Verlag 1989 |
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| Übergeordnetes Werk: |
Enthalten in: Experiments in fluids - Springer-Verlag, 1983, 8(1989), 1-2 vom: Okt., Seite 103-107 |
|---|---|
| Übergeordnetes Werk: |
volume:8 ; year:1989 ; number:1-2 ; month:10 ; pages:103-107 |
| Links: |
|---|
| DOI / URN: |
10.1007/BF00203071 |
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| Katalog-ID: |
OLC2074324316 |
|---|
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| 245 | 1 | 0 | |a Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? |
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| 520 | |a Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. | ||
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10.1007/BF00203071 doi (DE-627)OLC2074324316 (DE-He213)BF00203071-p DE-627 ger DE-627 rakwb eng 620 530 VZ 530 VZ Witze, P. O. verfasserin aut Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? 1989 Text txt rdacontent ohne Hilfsmittel zu benutzen n rdamedia Band nc rdacarrier © Springer-Verlag 1989 Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. Flow Field Turbulence Intensity Engine Speed Probe Volume Flow Configuration Hall, M. J. aut Bennett, M. J. aut Enthalten in Experiments in fluids Springer-Verlag, 1983 8(1989), 1-2 vom: Okt., Seite 103-107 (DE-627)130443794 (DE-600)710083-8 (DE-576)015977404 0723-4864 nnns volume:8 year:1989 number:1-2 month:10 pages:103-107 https://doi.org/10.1007/BF00203071 lizenzpflichtig Volltext GBV_USEFLAG_A SYSFLAG_A GBV_OLC SSG-OLC-TEC SSG-OLC-PHY GBV_ILN_20 GBV_ILN_21 GBV_ILN_23 GBV_ILN_40 GBV_ILN_65 GBV_ILN_70 GBV_ILN_170 GBV_ILN_2014 GBV_ILN_2016 GBV_ILN_2018 GBV_ILN_4036 GBV_ILN_4046 GBV_ILN_4103 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4700 AR 8 1989 1-2 10 103-107 |
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10.1007/BF00203071 doi (DE-627)OLC2074324316 (DE-He213)BF00203071-p DE-627 ger DE-627 rakwb eng 620 530 VZ 530 VZ Witze, P. O. verfasserin aut Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? 1989 Text txt rdacontent ohne Hilfsmittel zu benutzen n rdamedia Band nc rdacarrier © Springer-Verlag 1989 Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. Flow Field Turbulence Intensity Engine Speed Probe Volume Flow Configuration Hall, M. J. aut Bennett, M. J. aut Enthalten in Experiments in fluids Springer-Verlag, 1983 8(1989), 1-2 vom: Okt., Seite 103-107 (DE-627)130443794 (DE-600)710083-8 (DE-576)015977404 0723-4864 nnns volume:8 year:1989 number:1-2 month:10 pages:103-107 https://doi.org/10.1007/BF00203071 lizenzpflichtig Volltext GBV_USEFLAG_A SYSFLAG_A GBV_OLC SSG-OLC-TEC SSG-OLC-PHY GBV_ILN_20 GBV_ILN_21 GBV_ILN_23 GBV_ILN_40 GBV_ILN_65 GBV_ILN_70 GBV_ILN_170 GBV_ILN_2014 GBV_ILN_2016 GBV_ILN_2018 GBV_ILN_4036 GBV_ILN_4046 GBV_ILN_4103 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4700 AR 8 1989 1-2 10 103-107 |
| allfields_unstemmed |
10.1007/BF00203071 doi (DE-627)OLC2074324316 (DE-He213)BF00203071-p DE-627 ger DE-627 rakwb eng 620 530 VZ 530 VZ Witze, P. O. verfasserin aut Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? 1989 Text txt rdacontent ohne Hilfsmittel zu benutzen n rdamedia Band nc rdacarrier © Springer-Verlag 1989 Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. Flow Field Turbulence Intensity Engine Speed Probe Volume Flow Configuration Hall, M. J. aut Bennett, M. J. aut Enthalten in Experiments in fluids Springer-Verlag, 1983 8(1989), 1-2 vom: Okt., Seite 103-107 (DE-627)130443794 (DE-600)710083-8 (DE-576)015977404 0723-4864 nnns volume:8 year:1989 number:1-2 month:10 pages:103-107 https://doi.org/10.1007/BF00203071 lizenzpflichtig Volltext GBV_USEFLAG_A SYSFLAG_A GBV_OLC SSG-OLC-TEC SSG-OLC-PHY GBV_ILN_20 GBV_ILN_21 GBV_ILN_23 GBV_ILN_40 GBV_ILN_65 GBV_ILN_70 GBV_ILN_170 GBV_ILN_2014 GBV_ILN_2016 GBV_ILN_2018 GBV_ILN_4036 GBV_ILN_4046 GBV_ILN_4103 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4700 AR 8 1989 1-2 10 103-107 |
| allfieldsGer |
10.1007/BF00203071 doi (DE-627)OLC2074324316 (DE-He213)BF00203071-p DE-627 ger DE-627 rakwb eng 620 530 VZ 530 VZ Witze, P. O. verfasserin aut Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? 1989 Text txt rdacontent ohne Hilfsmittel zu benutzen n rdamedia Band nc rdacarrier © Springer-Verlag 1989 Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. Flow Field Turbulence Intensity Engine Speed Probe Volume Flow Configuration Hall, M. J. aut Bennett, M. J. aut Enthalten in Experiments in fluids Springer-Verlag, 1983 8(1989), 1-2 vom: Okt., Seite 103-107 (DE-627)130443794 (DE-600)710083-8 (DE-576)015977404 0723-4864 nnns volume:8 year:1989 number:1-2 month:10 pages:103-107 https://doi.org/10.1007/BF00203071 lizenzpflichtig Volltext GBV_USEFLAG_A SYSFLAG_A GBV_OLC SSG-OLC-TEC SSG-OLC-PHY GBV_ILN_20 GBV_ILN_21 GBV_ILN_23 GBV_ILN_40 GBV_ILN_65 GBV_ILN_70 GBV_ILN_170 GBV_ILN_2014 GBV_ILN_2016 GBV_ILN_2018 GBV_ILN_4036 GBV_ILN_4046 GBV_ILN_4103 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4700 AR 8 1989 1-2 10 103-107 |
| allfieldsSound |
10.1007/BF00203071 doi (DE-627)OLC2074324316 (DE-He213)BF00203071-p DE-627 ger DE-627 rakwb eng 620 530 VZ 530 VZ Witze, P. O. verfasserin aut Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? 1989 Text txt rdacontent ohne Hilfsmittel zu benutzen n rdamedia Band nc rdacarrier © Springer-Verlag 1989 Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. Flow Field Turbulence Intensity Engine Speed Probe Volume Flow Configuration Hall, M. J. aut Bennett, M. J. aut Enthalten in Experiments in fluids Springer-Verlag, 1983 8(1989), 1-2 vom: Okt., Seite 103-107 (DE-627)130443794 (DE-600)710083-8 (DE-576)015977404 0723-4864 nnns volume:8 year:1989 number:1-2 month:10 pages:103-107 https://doi.org/10.1007/BF00203071 lizenzpflichtig Volltext GBV_USEFLAG_A SYSFLAG_A GBV_OLC SSG-OLC-TEC SSG-OLC-PHY GBV_ILN_20 GBV_ILN_21 GBV_ILN_23 GBV_ILN_40 GBV_ILN_65 GBV_ILN_70 GBV_ILN_170 GBV_ILN_2014 GBV_ILN_2016 GBV_ILN_2018 GBV_ILN_4036 GBV_ILN_4046 GBV_ILN_4103 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4700 AR 8 1989 1-2 10 103-107 |
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Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? |
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are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? |
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Are gas velocities in a motored piston engine representative of the pre-ignition fluid motion in a fired engine? |
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Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. © Springer-Verlag 1989 |
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Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. © Springer-Verlag 1989 |
| abstract_unstemmed |
Conclusions The data we have presented comparing mean velocity and turbulence intensity measurements from scavenged and unscavenged engine cycles were obtained for two engine speeds, two intake flow configurations, and two locations of the spark plug relative to the LDV probe volume. The results show that in some circumstances the gas flow in the hotter unscavenged cycles is significantly different from the cooler scavenged cycles, but that for other cases the differences are within the uncertainty of the measurements. In addition, it is apparent that seemingly small changes in the geometry can strongly influence the local flow field. This sensitivity to detail leads us to conclude that it is not possible to make a comprehensive statement about the similarities of gas velocities in motored and fired engines. However, we do feel that some guidelines can be proposed: (1) It should never be presumed that the pre-ignition gas velocities in motored and fired engines are similar. Very large differences can occur. (2) Swirl that persists up to the time of ignition adds order and energy to the flow field, which reduces the likelihood for velocity differences between motored and fired engines; if the swirl motion is destroyed prior to ignition, to produce turbulence, this statement is far less likely to be valid. (3) Motored engine studies are sometimes dictated by the need to use the spark plug port for optical access; in this instance it is doubly important not to presume that the velocities measured are representative of the flow in the spark gap of a fired engine. (4) Skip-firing an engine is a valuable research technique for eliminating the complications of residual gases; however, the pre-ignition flow field of the fired cycles cannot be presumed to be applicable to a continuously fired engine. © Springer-Verlag 1989 |
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