• Proceedings of the KSME Conference
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• 2005.11a
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• pp.99.1-99.1
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• 2005

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.5
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• pp.38-47
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• 2007

Based upon temperature calibration using the diffusion flame, the temperature and soot concentration of the turbulent flame in a visualized Diesel engine's turbulent flow of flame was qualitatively measured. Two different heads were used to judge the effect of swirl ratio within the combustion chamber. It was possible to measure the highest temperature of the non-swirl head visualized engine which is approximately 2400K, and that the swirl head engine managed up to 2100K. Also, the more the pressure of the spray increases the more the temperature increases due to the improved combustion situation with respect to the visualized diesel engine soot. This experiment also revealed that the KL factor was high where the fuel collided with the walls of the combustion chamber. Moreover the KL factor was high on parts of the chamber where the temperature dropped rapidly.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.31 no.2 s.257
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• pp.132-140
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• 2007

The temperature and soot of the visualized diesel engine's turbulent flow of the flame was measured qualitatively. In the combustion chamber, in order to judge the affect that the swirl current has on the current ratio two heads with different ratios were used. Using a high speed camera, the results were analyzed using flame visualization. In order to measure the temperature and soot of the turbulent flames like diesel flames, two color methods were used to acquire temperature and the soot of the flames according to the conditions through analyzing the two wavelengths of the flames. It was possible to measure the highest temperature of the non-swirl head visualized engine, which is approximately 2400K, and that swirl head engine managed up to 2100K. With respect to the visualized diesel engine soot, we got the grasp of the KL factor which bears the qualitative information of the soot. This study is dedicated to suggesting the possibility of measuring not only the temperature but also soot of the diffusion flame of the diesel engine turbulent flames.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.1
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• pp.177-185
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• 2007

The temperature and soot of the visualized diesel engine's turbulent flow of flame was qualitatively measured. In combustion chamber, in order to judge the affect that the swirl has on the in-cylinder's current, was used two different heads with different values. Using the high speed camera, and the results were analyzed using the heat release rate produced by the pressure sensor. In order to measure the temperature and soot of the turbulent flames like that of the diesel flames two color methods were used temperature and the soot of the flames according to the conditions through analyzing the two wavelengths of the flames. It was possible to measure the highest temperature of the non-swirl head visualized engine which is approximately 2400K, and that swirl head engine managed up to 2100K. With respect to the visualized diesel engine soot, we got the grasp of the KL factor which bears the qualitative information of soot. This study is dedicated to suggesting the possibility of measuring not only the temperature but also soot of the diffusion flame of the diesel engine turbulent flames through such method.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.1
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• pp.129-137
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• 2006

This paper studies the effects of the swirl for the variation of intake port configuration that is key parameters in the flow field of direct injection diesel engines. In-cylinder flow characteristics is known to have significant effects on air-fuel mixing, combustion, and emissions. To investigate the effects of the swirl flow, various rpm(250, 500, 750) and two different intake port were used. And to evaluate the swirl motion in the flow field visualization engine, steady state flow test was conducted. Helical port intake port and SCV(Swirl Control Valve) were selected as the design parameters to increase the swirl flow and parametric study was performed. In the case of non-SCV, intake flow rate and non-dimensional swirl ratio were higher than those of SCV for the swirl head type. So, we could strengthen the swirl in the flow field with the swirl head type and don't using SCV. From the results of steady state flow test, non-swirl head type has the most good advantage for intake flow rate, and also the flow rate could be increased by using the SCV slightly. The effects of the type of engine head on intake air flow capability are dominant with respect to the existence of the SCV. We could measure the qualitative grade of swirl by capturing the scattering signal of microballoon from ICCD camera in the visualization diesel engine.