Evaluations of Scavenge Port Designs for a Boosted Uniflow Scavenged Direct Injection Gasoline (BUSDIG) Engine by 3D CFD Simulations

2016-11-17T09:45:03Z (GMT) by Xinyan Wang Jun Ma Hua Zhao
The data used in the following paper is archived here:<div>Wang, X., Ma, J., and Zhao, H., "Evaluations of Scavenge Port Designs for a Boosted Uniflow Scavenged Direct Injection Gasoline (BUSDIG) Engine by 3D CFD Simulations," SAE Technical Paper 2016-01-1049, 2016, doi:10.4271/2016-01-1049.</div><div><br></div><div>The descriptions for each data are listed as following:</div><div><div>Table 1. Engine specifications.</div><div>Table 2. Simulation conditions.</div><div>Figure 1. Definition of design parameters of scavenge ports and their baseline values.</div><div>Figure 2. Layout of scavenge ports with SPN of 12, 8 and 6.</div><div>Figure 3. Effect of grid size on in-cylinder average pressure and temperature (2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 4. Effect of grid size on SR and TR (2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 5. Effect of grid size on DR, TE, SE and CE (2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 6. Evolution of swirl ratio (SR) among different cycles (2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 7. DR, TE, SE and CE among different cycles (2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 8. Effect of SPN on DR, TE, SE and CE under different engine speeds (Pi=2 bar, cold condition).</div><div>Figure 9. Effect of SPN on SR, TR and CTR at 280 ⁰CA under different engine speeds (Pi=2 bar, cold condition).</div><div>Figure 10. Effect of SPN on DR, TE, SE and CE under different intake pressures (2000 rpm, cold condition).</div><div>Figure 11. Effect of SPN on SR, TR and CTR at 280 ⁰CA under different intake pressures (2000 rpm, cold condition).</div><div>Figure 12. Effect of AIA on DR, TE, SE and CE (SOA=31.5⁰, 2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 13. Effect of AIA on SR, TR and CTR at 280 ºCA (SOA=31.5⁰, 2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 14. Effect of AIA on DR, TE, SE and CE (SOA=31.5⁰, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 15. Effect of AIA on SR, TR and CTR at 280 ºCA (SOA=31.5⁰, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 16. Effect of SOA on DR, TE, SE and CE (AIA=60⁰, 2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 17. Effect of SOA on SR, TR and CTR at 280 ºCA (AIA=60⁰, 2000 rpm, Pi=2 bar, cold condition).</div><div>Figure 18. Effect of SOA on DR, TE, SE and CE (AIA=60⁰, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 19. Comparison of RGF profiles in the cylinder and exhaust ports, and the RGF distributions at 170 ⁰CA (AIA=60⁰, 2000 rpm, Pi=2 bar, fired condition). </div><div>Figure 20. Effect of SOA on SR, TR and CTR at 280 ºCA (AIA=60⁰, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 21. Schematic diagram of the normalized scavenging area and exhaust valve profiles.</div><div>Figure 22. Effect of SPO and EVO on DR, TE, SE and CE (SPH=14 mm, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 23. Effect of SPO and EVO on SR at 280 ⁰CA (SPH=14 mm, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 24. Effective compression ratios (ECR) and expansion ratios (EER) with different SPOs and EVOs.</div><div>Figure 25. Effect of SPO and EVO on DR, TE, SE and CE (SPH=18mm, 2000 rpm, Pi=2 bar, fired condition).</div><div>Figure 26. Effect of SPO and EVO on DR, TE, SE and CE (SPH=18mm, 2000 rpm, Pi=2 bar, fired condition).</div></div><div><br></div>