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:
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.

The descriptions for each data are listed as following:
Table 1. Engine specifications.
Table 2. Simulation conditions.
Figure 1. Definition of design parameters of scavenge ports and their baseline values.
Figure 2. Layout of scavenge ports with SPN of 12, 8 and 6.
Figure 3. Effect of grid size on in-cylinder average pressure and temperature (2000 rpm, Pi=2 bar, cold condition).
Figure 4. Effect of grid size on SR and TR (2000 rpm, Pi=2 bar, cold condition).
Figure 5. Effect of grid size on DR, TE, SE and CE (2000 rpm, Pi=2 bar, cold condition).
Figure 6. Evolution of swirl ratio (SR) among different cycles (2000 rpm, Pi=2 bar, cold condition).
Figure 7. DR, TE, SE and CE among different cycles (2000 rpm, Pi=2 bar, cold condition).
Figure 8. Effect of SPN on DR, TE, SE and CE under different engine speeds (Pi=2 bar, cold condition).
Figure 9. Effect of SPN on SR, TR and CTR at 280 ⁰CA under different engine speeds (Pi=2 bar, cold condition).
Figure 10. Effect of SPN on DR, TE, SE and CE under different intake pressures (2000 rpm, cold condition).
Figure 11. Effect of SPN on SR, TR and CTR at 280 ⁰CA under different intake pressures (2000 rpm, cold condition).
Figure 12. Effect of AIA on DR, TE, SE and CE (SOA=31.5⁰, 2000 rpm, Pi=2 bar, cold condition).
Figure 13. Effect of AIA on SR, TR and CTR at 280 ºCA (SOA=31.5⁰, 2000 rpm, Pi=2 bar, cold condition).
Figure 14. Effect of AIA on DR, TE, SE and CE (SOA=31.5⁰, 2000 rpm, Pi=2 bar, fired condition).
Figure 15. Effect of AIA on SR, TR and CTR at 280 ºCA (SOA=31.5⁰, 2000 rpm, Pi=2 bar, fired condition).
Figure 16. Effect of SOA on DR, TE, SE and CE (AIA=60⁰, 2000 rpm, Pi=2 bar, cold condition).
Figure 17. Effect of SOA on SR, TR and CTR at 280 ºCA (AIA=60⁰, 2000 rpm, Pi=2 bar, cold condition).
Figure 18. Effect of SOA on DR, TE, SE and CE (AIA=60⁰, 2000 rpm, Pi=2 bar, fired condition).
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). 
Figure 20. Effect of SOA on SR, TR and CTR at 280 ºCA (AIA=60⁰, 2000 rpm, Pi=2 bar, fired condition).
Figure 21. Schematic diagram of the normalized scavenging area and exhaust valve profiles.
Figure 22. Effect of SPO and EVO on DR, TE, SE and CE (SPH=14 mm, 2000 rpm, Pi=2 bar, fired condition).
Figure 23. Effect of SPO and EVO on SR at 280 ⁰CA (SPH=14 mm, 2000 rpm, Pi=2 bar, fired condition).
Figure 24. Effective compression ratios (ECR) and expansion ratios (EER) with different SPOs and EVOs.
Figure 25. Effect of SPO and EVO on DR, TE, SE and CE (SPH=18mm, 2000 rpm, Pi=2 bar, fired condition).
Figure 26. Effect of SPO and EVO on DR, TE, SE and CE (SPH=18mm, 2000 rpm, Pi=2 bar, fired condition).