• Transactions of the Korean Society of Mechanical Engineers B
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• v.23 no.6
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• pp.788-794
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• 1999

The swirl flame is mostly used to stabilize the flame on the burner nozzle in the industrial combustor. In the case of the weak swirl flame(S<0.4), the recirculation zone could not be formed, but in the strong swirl(S>0.6) flame, it could be formed in the center of the swirl flame. In this study, the measurement and analysis of emission species, temperature, radicals of premixed swirl flame in the combustor were performed to understand the NO formation and emission characteristics of the swirl flame of natural gas. The result of NO emission in the swirl flame is that the amount of NO emission in the strong swirl flame decreased about 60% compared with that of the weak swirl flame. The main region of NO formation of the weak swirl flame is positioned in the down stream(z=100~200mm) of the flame, but that of the strong swirl flame is positioned in the up stream(z=40mm) where the recirculation zone seems to be formed. It is supposed that the increase of flame surface and the formation of inversed flame cause the reduction of the high temperature region on the production of NO in the strong swirl flame. The result of NO-temperature relation revealed that the factor of NO formation is not only temperature but also another parameters in the weak swirl flame, but in the strong swirl flame, NO is proportional to the temperature of higher than 1200K.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.6 no.2
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• pp.103-109
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• 1994

An experimental study is performed on the flow characteristics of a swirl-jet diffuser for factory ventilation. Swirl number ranges from 0(nonswirl jet) to 0.6 when the angle of swirl vane is 60 degree. As swirl becomes strong, the maximum velocity in the plane perpendicular to jet axis decreases fast and the uniformity of velocity becomes good, particularly in the ventilated area. The similarity in velocity profiles has been found for axial velocity from even when swirl number equals 0.6. The flow characteristics of the swirl-jet which has the swirl number of 0.6 is thought to be the best among these three swirl numbers for factory ventilation. However, the pressure drop in the diffuser increases as the swirl becomes strong. This should be considered in the design of the total ventilation system including a duct system.

• Journal of the korean Society of Automotive Engineers
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• v.13 no.2
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• pp.50-66
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• 1991

There are many factors which influence on the performance of a diesel engine. The piston bowl shape and swirl ratio are important factors to enhance the fuel-air mixing and flame propagation. In this study, calculations of the flow field in the cylinder of the diesel engine were carried out using the CONCHAS-SPRAY code for different bowl shapes and swirl ratios. In the case of constant swirl ratio, vortices which affect fuel-air mixing, evaporation and flame propagation are generated more strongly and consistently in the bowl-piston type combustion chamber than in the flat piston type. With this strong squish effect, injected fuel droplets are widely diffused and rapidly evaporated in the bowl-piston type combustion chamber. Especially a strong squish is developed and large and strong vortices are generated in the edge cutted bowl piston chamber. As the swirl ratio increases, it is found that a large and strong squish and vortices are generated in the combustion chamber and also fuel droplets are diffused into the entire combustion chamber.

• Transactions of the Korean Society of Mechanical Engineers
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• v.16 no.3
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• pp.578-588
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• 1992

In order to predict the effect of swirl on the structure of concentric laminar jet diffusion flame, present study examined the effect of swirl on the flame characteristics by numerical numerical analysis through theoretical model. The theoretical model has been developed for the co-axial laminar jet flame such that the fuel and air are supplying with swirl through inner and outer co-axial tube respectively. For the parametric study, swirl number, Reynolds number of fuel and air and directions of swirl are chosen as important parametes. The results of study show that the flame with width and shorter length is formed by larger swirl number. The important factor of the flame shape is the recirculating zone formed around jet axis near the exit of nozzle. In case of weak swirl, the effect of directions of swirl is not appeared. However, for the strong swirl, the flame with shorter length are appeared in case of counter-swirl compared with the case of co-swirl.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.33 no.7
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• pp.70-75
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• 2005

In this study, experimental investigations were conducted on NOx emission characteristics with fuel swirl flow in swirl combustor. Many types of vanes, which altered air and fuel swirl angles, were employed to verify the mixing processes. For strong air swirl, fuel counter-swirl resulted in relatively large turbulent intensity, high energy to the high frequency region and narrow width of high temperature region compared with co-swirl condition. These effects of fuel counter-swirl resulted in low NOx emission characteristics at strong air swirl condition. And NOx reduction mechanism was also discussed.

• Journal of Mechanical Science and Technology
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• v.18 no.3
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• pp.499-512
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• 2004

The effects of swirl intensity on non-reacting and reacting flow characteristics in a flat flame burner (FFB) with four types of swirlers were investigated. Experiments using the PIV method were conducted for several flow conditions with four swirl numbers of 0, 0.26, 0.6 and 1.24 in non-reacting flow. The results show that the strong swirling flow causes a recirculation, which has the toroidal structures, and spreads above the burner exit plane. Reacting flow characteristics such as temperature and the NO concentrations were also investigated in comparison with non-reacting flow characteristics. The mean flame temperature was measured as the function of radial distance, and the results show that the strong swirl intensity causes the mean temperature distributions to be uniform. However the mean temperature distributions at the swirl number of 0 show the typical distribution of long flames. NO concentration measurements show that the central toroidal recirculation zone caused by the strong swirl intensity results in much greater reduction in NO emissions, compared to the non-swirl condition. For classification into the flame structure interiorly, the turbulence Reynolds number and the Damkohler number have been examined at each condition. The interrelation between reacting and non-reacting flows shows that flame structures with swirl intensity belong to a wrinkled laminar-flame regime.

• Journal of the Korean Society of Visualization
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• v.3 no.2
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• pp.79-87
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• 2005

Two engines, one is conventional DOHC 4 valve and the other is narrow valve angle, were used to compare the characteristics of swirl motion generation in the cylinder. One intake port is deactivated to induce swirl flow. A PIV (Particle Image Velocimetry) was applied to measure in-cylinder velocity field according to inlet valve angle during intake and compression stroke. The results show that the flow patterns of narrow valve engine are much more stable and well arranged compared with the normal engine over the entire intake and compression stroke except early intake stage, and very strong swirl motion is generated at the end of compression stage in this engine nevertheless using straight port which is unfavorable for swirl generating. In the normal engine, however, strong swirl motion induced during intake stroke is destroyed as the compression progresses.

• Transactions of the Korean Society of Automotive Engineers
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• v.17 no.2
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• pp.42-48
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• 2009

This paper is the second of 2 companion papers which investigate in-cylinder swirl generation characteristics according to inlet valve angle. Two DOHC 4 valve engines, one has wide intake valve angle and the other has narrow valve angle, were used to compare the characteristics of swirl motion generation in the cylinder. One intake port was deactivated to induce swirl flow. A PIV (Particle Image Velocimetry) was applied to measure in-cylinder velocity field according to inlet valve angle during intake stroke. The results show that the flow patterns of narrow valve engine are much more stable and well arranged compared with the normal engine over the entire intake and compression stroke except early intake stage, and very strong swirl motion is generated at the end of compression stage in this engine nevertheless using straight port which is unfavorable for swirl generating. In the wide valve angle one, however, strong swirl motion induced during intake stroke is destroyed as the compression progresses.

• Journal of ILASS-Korea
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• v.15 no.3
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• pp.131-139
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• 2010

Gas motion within the engine cylinder is one of the major factors controlling the fuel-air mixing and combustion processes in diesel engines. In this paper, a special swirl-chamber is designed and applied to a DI (direct injection) diesel engine to generate a strong swirl motion thus enhancing gas motion. Compression, combustion and expansion strokes of this DI diesel engine with the swirl-chamber have been simulated by CFD software. The simulation model was first validated through comparisons with experimental data and then applied to do the simulation of the spray and combustion process. The velocity and temperature field inside the cylinder showed the influences of the strong swirl motion to spray and combustion process in detail. Cylinder pressure, average temperature, heat release rate, total amount of heat release, indicated thermal efficiency, indicated fuel consumption rate and emissions of this DI diesel engine with swirl-chamber have been compared with that of the DI diesel engine with $\omega$-chamber. The conclusions show that the engine with swirlchamber has the characteristics of fast mixture formulation and quick diffusive combustion; its soot emission is 3 times less than that of a $\omega$-chamber engine; its NO emission is 3 times more than that of $\omega$-chamber engine. The results show that the DI diesel engine with the swirl-chamber has the potential to reduce emissions.

• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.4
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• pp.1-11
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• 2004

Combustion and fuel distribution characteristics of heavy duty engine with the liquid phase LPG injection(LPLI) were studied in a single cylinder engine, Swirl ratio were varied between 1.2, 2.3, and 3.4 following Ricardo swirl number(Rs) definition, Rs=2.3 showed the best results with lower cycle-by-cycle variation and shorter burning duration in the lean region while strong swirl(Rs=3.4) made these worse for combustion enhancement. Excessive swirl resulted in reverse effects due to high heat transfer and initial flame kernel quenching. Fuel injection timings were categorized with open valve injection(OVI) and closed valve injection(CVI). Open valve injection showed shorter combustion duration and extended lean limit. The formation of rich mixture in the spark plug vicinity was achieved by open valve injection. With higher swirl strength(Rs=3.4) and open valve injection, the cloud of fuel followed the flow direction and the radial air/fuel mixing was limited by strong swirl flow. It was expected that axial stratification was maintained with open-valve injection if the radial component of the swirling motion was stronger than the axial components. The axial fuel stratification and concentration were sensitive to fuel injection timing in case of Rs=3.4 while those were relatively independent of the injection timing in case of Rs=2.3.