Chnical Erles: Calculations of The Unsteady, Three Dimensional Flow Field Inside A Motored Wankel Engine

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chnical
m
erles
880625
Calculations of the Unsteady, Three=
Dimensional Flow Field Inside a Motored
Wankel Engine
Erlendur Steinthorsson and Tom I-P. Shih
Department of Mechanical Engineering
University of Florida
Harold J. Schock, Jr.
Michigan State Univ.
James Stegeman
NASA-Lewis Research Center
International Congress and Exposition
Detroit. Michigan
4. 1988
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ISSN0148 7191
Copyright 1988 Societyof AutomotiveEngineers. Inc.
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880625
Calculations of the Unsteady, Three-
Dimensional Flow Field Inside a Motored
Wankel Engine
Erlendur Steinthorsson and Tom I-P. Shih
University of Florida
Harold J. Schock, Jr.
ABSTRACT
A computer program (referred to as
UF-LRC-3D) was developed for studyIng the
unsteady, three-dImensIonal flow field
inside the combustion chambers of motored
Wankel engines as a function of engine
design and operating parameters. This
paper presents the details of the governing
equations and the numerical method used by
UF-LRC-3D. Also presented are numerical
solutions generated by UF-LRC-3D showing
the velocity field inside a motored Wankel
engine, the mixing of nonhomogeneous fuel-
air mixtures that enter through the intake
port. and the mixing that takes place when
a gaseous fuel is injected into the
combustion chamber during compression.
THE MANY ATTRACTIVE FEATURES of the
Wankel engine (such as high power-to-weight
ratio and multi-fuel capability) have made
the Wankel engine a very attractive engine
for use in general aviation aircraft. In
order to design efficient Wankel engines
that will outperform currently used
engines. it is necessary to have a good
understanding of how engine design and
operating parameters affect the unsteady
multidimensional fluid flow, fuel-air
mixing, and combustion occurring inside
Wankel engine combustion chambers.
One way to obtain the needed
understanding is to develop computer
programs that can be used to study the
physics takIng place inside Wankel engines,
Relatively few investigators have developed
such computer programs. Most of the
computer programs developed so far for
studying the physics occurring inside
Wankel engines are based on quasl-
Michigan State Univ.
James Stegeman
NASA-Lewis Research Center
dimensional [1-12]* and one-dimensional
[13-15] analyses. Though quasi-dimensional
and one-dimensional analyses have many
merits. such analyses cannot account for
the effects of the multidimensional fluid
flow on fuel-air mixing. heat transfer, and
combustion. The understanding of such
physics can only be obtained by
multidimensional analyses.
Computer programs based on
multidimensional analyses have been
developed by ShIh et al. [16-19] and Grasso
et al. [20]. The computer program
developed by Shih et al. described in
References 16-19 will be referred to as
UF-LRC-2D. UF-LRC-2D is intended for
studying fluid flow and fuel-air mixing
inside two-dimensional (2-D) Wankel engines
under motored conditions. UF-LRC-2D is
based on the conservation equations of
mass, species, momentum, and total energy
for viscous and thermally-conducting ideal
gas mixtures. The conservation equations
were density-weighted, ensembled averaged
and closed by a variation of the k-E model
of turbulence. UF-LRC-2D generates
solutions to the conservation equations by
using the highly efficient, implicit-
factored method of Beam and Warming in
conjunction with an algebraic grid
generation technique based on transfinite
interpolation.
The computer program developed by
Grasso et al. (referred to as REC-3D-FSC-86
by its authors; see Reference 20) is
intended for studying three-dimensional (3-
D) flow fields inside Wankel engines under
motored or firing conditions. REC-3D-FSC-
86 is based on the KIVA computer program
developed at the Los Alamos National
Laboratory for studying unsteady, 3-D.
reacting, two-phase flows in reciprocating-
* Numbers in brackets designate references
at end of paper.
0148-7191/88/0229-0625$02.50
Copyright 1988 Society of Automotive Engl . eers, Inc.
2 800625
x
9
(3)
Aotor
Housing
Sid H
Side Housing
y
F.::-Hc--\:----+-+--x
4
X< = R cos(2V) - (3E'/R) sin(6V)
sin(2V) + 2E [1-(9E'/R')
sin'(3V)Jo., cos(3V) cos(2V)
- P
x
(10)
Y< R sin(2V) - (3E'/R) sin(6V)
cos(2V) + 2E [1-(9E'/R')
sin'(3V)]'' cos(3V) cos(2V)
- P
y
(11)
X
2
=' E sin(8) + X<o cos(8/3)
+ Y<o sin(8/3) (4)
Y, E cos(8) + Y<o cos(8/3)
- X<o sin(8/3) (6)
Z, z, o s z S d (6)
where
8 8
0
+ n t (7)
X<o X< cos(rr/6) + Y< sin(rr/6) (8)
y<o Y. cos(rr/6) + X< sin(rr/6) (9)
where A is a parameter that varies between
o and 2 ~ . E. R. C, and d are constants
given by 0.01542 m, 0.1064 m, C = 0.004 m,
and 0.07 m. respectively.
The X-. y-. and z-coordinates of the
rotor surface (denoted as surfaces 2. 3.
and 4 in Fig. 1) are given by [23J
r
e cus ng
f
i
,.-
lliJ
!
1;-. Rotor
,-
Housln
I
~ ~
~ o
i
l
~ ~ .ED.
i
l!!!..-
i
\
z L,
Apex
Seal
d
DESCRIPTION OF PROBLElI
A schematic diagram of the Wankel
engine studied in this investigation is
shown in Fig. 1. The Wankel engine studied
is comprised of a rotor housing. two side
housings. a rotor. three apex seals. two
side seals (located between the rotor and
the side housings), a shaft, a peripheral
intake port. a peripheral exhaust port. and
a gaseous fuel injector (located at x = L
and midway between the two side housings).
The three combustion chambers of the Wankel
engine are the three regions bounded by the
rotor housing, side housings. rotor. and
seals.
The X-, y-, and z-coordinates of the
inner surface of the rotor housing (denoted
as surface 1 in Fig. 1) are given by [23J
piston engines [21.22J. REC-3D-FSC-86
generates solutions to the governing
equations by using a conditionally stable
implicit-explicit numerical method. In
order to relax the stringent stability
criteria imposed by their numerical method
and to increase computational efficiency,
REC-3D-FSC-86 utilizes acoustic subcycling
In conjunction with sound wave damping
[21,22J and neglects spatial gradients of
all dependent variables in regions of the
Wankel engine combustion chamber where
spacings between grid points become smaller
than some predefined value.
For both UF-LRC-2D and REC-3D-FSC-86,
there are areas within the computer
programs where refinements and/or
improvements can be made. The objective of
this investigation was to extend UF-LRC-2D
so that it can be used to study unsteady,
3-D flow fields inside Wankel engine
combustion chambers as a function of engine
design and operating parameters. The
extended UF-LRC-2D computer program is
referred to as UF-LRC-3D (i.e., Qniversity
of florida - bewis Research enter 2-
Qimensional).
In the next section. the Wankel engine
studied in this investigation is described.
Afterwards. the governing equations and the
numerical method used to obtain solutions
are presented. Finally. numerical
solutions generated by UF-LRC-3D are
presented. The solutions show the velocity
field inside a motored Wankel engine, the
mixing of nonhomogeneous fuel-air mixtures
that enter through the intake port, and the
mixing that takes place when a gaseous fuel
is injected into the combustion chamber
during compression.
x,
Y,
E cos(3A) + (R+C) cos (A)
E sin(3A) + (R+C) sin(A)
(1 )
(2)
Fuel Injector
L
Fig. 1 - Geometry of the Wankel engine
studied.
880625 3
P .5 P, (l-cos[rr(V,-V)/(V,-V.)}l
if V
a
:SV-5V
1
P p. + (P,-p.) (V-Va)/(V.-V.)
if V
a
'S.V'5:.Vg
P . 5 p (I-cos[rr(V-V
4
)/(V.-V4 )))
if V
4
'S.VSV
a
where * denotes multiplication. Equations
(4) to (6) represent surface 2 of the rotor
(see Fig. 1) when V is between V
L
= rr/6 and
V
T
= tt/2, surface 3 when V is between V
L
=
5rr/6 and V
T
= 7rr/6. and surface 4 when V
is between V
L
= 3rr/2 and V
T
= llrr/6. 0 in
Eq. (7) is the angular speed of the shaft
(also referred to as engine speed). E, R,
C. and d in Eqs. (4) to (6) have the same
values as those used in Eqs. (1) to (3).
The P in Eqs. (12) and (13) describes the
rotor pocket geometry and is given below:
where P1 = 0.008 m, P2 = 0.012 m, V
1
V
L
+
0.875 (V
T
- V
L
). V. = V
L
+ 0.75 (V
T
- V
L
).
Va = V
L
+ 0.4375 (V
T
- V
L
), and V
4
V
L
+
0.25 (V
T
- V
L
). Here. it is noted that the
rotor pocket studied in this investigation
extend from one side housing to the other
side housing.
In this study. It is assumed that
there are no leakages across the apex and
side seals. Accordingly. it is only
necessary to study one of three combustion
chambers. The combustion chamber chosen
for study is the one bounded by surfaces 1
and 2 (see Fig. 1).
Initially, the chamber
under consideration is located at the
position shown in Fig. 1 (this position
corresponds to crank angle e(t=O) = eo =
-180
0
; see Eq. (7. At that time. the
rotor is stationary and the residual gas in
the combustion chamber is stagnant air at a
uniform pressure of = 1.5 bars and a
uniform temperature of = 1000 K.
SUddenly, at time t = 0, two events
take place simultaneously. First, the
shaft starts to rotate at a constant
angular speed of 10,000 revolutions per
minute (rpm), causing the rotor to rotate
in the clockwise direction. Second, the
peripheral exhaust port opens, exposing the
air inside the combustion chamber to a back
pressure of = 0.85 bar. These two
events initiate the exhaust process.
Once the leading apex (denoted by A
L
in Fig. 1) passes by point A on the rotor
housing (see Fig. 1). the peripheral intake
port hegins to open. This inItiates the
intake process. The gas that enters into
the combustion chamber through the
peripheral intake port. i.e .. the intake
charge. is either air or a gaseous fuel-air
mixture. The stagnation pressure Po and
temperature To of the entering gas are
maintained constant at 1.2 bars and 300 K.
respectively. Here. it is noted that at
this time. the peripheral exhaust port is
still open. The peripheral exhaust port
closes when the trailing apex (denoted by
AT in FIg. 1) passes by point D on the
rotor housing (see Fig. 1).
After the trailing apex passes by
point B on the rotor housing (see Fig. 1).
the peripheral intake port closes and the
compression process starts.
If the gas entering the peripheral
intake port is air rather than a fuel-air
mixture. then a gaseous fuel at temperature
is injected at an angle a into the
combustion chamber when the crank angle e
in Eqs. (1) to (7) is between 8, = 458
0
and
e. = 475.5
0
(see Fig. 1). The speed V, of
the gaseous fuel at the fuel injector is
given by
In the above equation, Va equals either 40
mls or 60 m/s. The temperature of the
gaseous fuel is maintained at = 300 K.
When the crank angle e equals 540.
the volume of the combustion chamber Is a
minimum. This position is referred to as
TOC. At TDC, the compression process ends
and the expansion process starts. The
exhaust process starts when the leading
apex passes by point C on the rotor housing
(see Fig. 1).
Throughout the exhaust, intake.
compression, fuel injection. and expansion
processes, the temperature of the rotor,
rotor housing, side housing, and seal
surfaces are maintained constant.
Furthermore, these surfaces are impermeable
to mass diffusion.
For the Wankel engine just described.
it is desired to know the following:
1. The flow patterns during the
exhaust process.
2. The flow patterns during the intake
process.
3. The mixing of the intake charge
with the residual gas.
4. Flow patterns during the
compression process.
5. Mixing of fuel and air during
gaseous fuel injection.
{
VO(8-e
1
)/3
0
if e, 5e58,+3
V
r
= Va if 9x+3seS9a-3 (15)
V
o
(e.-e)/3 if e.-35e5e.
(12)
(13) Py P sin(2V)
P
k
P cos(2V)
4 880625
(l80)
(l8m)
(l8k)
(18n)
(l8i)
(l8l)
(l8j)
(18g)
(18h)
(18q)
(l8r}
(l8s)
(18p}
1
1
(t
ex
). U + (t
ev
). v
+ (tee). W- (qe).

P. ( -.y + d>( )

P.( ..... + .. )
$1
P.(Tz: +0/ )
11 + lit
So = U+ (t
VY
). V
+ v.). w- (qv).
c. rOAD + 11t/SCt. SCt
k. k + lit Cp/Prt , Pr
t
P Cpf K"/E = aT 0 f
where aT constant
fo = U+ (t
xv
). v
+ W- (qx).
P.
(q.). =
T
e = 1[G+.5(U"+V"+W")] (18a)
if = {e- pX
A
[ (h::'-h':.)-(CPA-Cps)T.]
-p(ne-Cpo
-rK}/{[(CPA-CpS)rXA+CpSr]
- [Rr XA(l IMA-I/M
s
) +fR/Ms1 ) (18b}
P =fR T [(l/M
A
-1/M
s
)X
A
+l/M
s
] (l8c)

xx). = 2 P." - :oP.(" +-;ry +.. )
(l8d)

vv). 2 P.-.y-'3P.(r.+dj"+or)
(18e)
lei
.. ). 2 P.r. -"3P.(rx +-;ry+Tz:)
(l8f)
In the above equations, a tilda (i.e., ")
over a quantity indicates density-weighted
mean of that quantity and a bar (I.e.. -)
over a quantity indicates unweighted mean
of that quantity; P denotes mixture
denotes mass fraction of air;
u, v. and w denote X-. Y-, and z-components
of tbe velocity, respectively; e denotes
total energy (thermal + mecbanical) per
where
(16)
F" =
B
v
c and T.
R, B. and Tare 6-
and are given by
R [0 c. ,t.X
A
(t_). (t
xv
).
... )eo
r.,J'1"
(17e)
S [0
J
(t
vx
). Ceo -;XA
(tv.J.
selT' (17f)
where U
t
= B. =
G. = R
x
=
= aT/oz. U. B, F. G,
component column vectors
U = [1 fY.... l'u fV pi< ej"" (17a)
B [eu_;;iiKA pii:+P+2fK/3 fUV puw
(e+P+2fK/3)u1
T
(17b)
F [;;v_;;VKA pUV pV
Q
+P+2pK/3 p'WV
(ihP+2pK/3)v1
T
(17c)
G [pi<jwKA piiw pvw fW"+P+2pK/3
(e+P+2,K/3)"lT (17d)
The equations governing the problem
described In the previous section are the
conservation equations of mass, species,
momentum. and total energy for unsteady.
three-dimensional flows of a viscous and
thermally-conducting, two-component ideal
gas mixture. In this study, the following
simplifications Were made to the
conservation equations: (1) constant
pressure specific heats and all transport
properties of the gas mixture were taken to
be constant except for the binary diffusion
coefficient; (2) the binary diffusion
coefficient was assumed to be inversely
proportional to the local mixture density;
(3) influence of pressure gradients on mass
diffusion was neglected; (4) transport of
momentum due to mass diffusion was
negligible; (5) irreversible coupling
effects between the temperature and species
concentration gradients (Soret and Dufour
effects) needed not be considered; (6)
gravity force was negligible; (7) radiation
heat transfer needed not be considered; (8)
no chemical reactions took place; and (9)
bulk viscosity was taken to be zero.
Furthermore, since the flow inside rotary
engine combustion chambers is turbulent and
present computing capabilities prohibit
direct or large-eddy simulations of
turbulence. the conservation equations were
density-weighted-ensemble-averaged and
closed by an algebraic turbulence model.
By using Cartesian coordinates fixed
onto an inertial frame of reference. the
ensemble-averaged conservation equations
with the simplifications mentioned above
can be written in the following vector form
[241:
FORMllLATION OF PROBLEll
880625
5
(26a)
(26b)
(21 )
coordinate normal
(22)
1. 2 bars
300 K
coordinate normal
(24)
c)P/ dn... = O. n...
to the solid wall
dXAI n... = O. n...
to the solid wall
T= Tw = 300 K
u = v= and W= 0
at seals and rotor (20b)
u=,,= Jfl dXAI dY= del dY=O (25a)
v=CO & 1)0 (25b)
In Eq. (25b), P is the static pressure of
the gas inside the combustion chamber just
in front of the exhaust port and CDC is a
constant (= 0.9) which accounts for some of
the effects of unsteadiness, viscosity, and
vena contracta.
At the intake port, the stagnation
temperature To and pressure Po of the
intake charge were maintained constant and
the mass fraction of air in the intake
charge could be unity or a sinusoidal
function of time for the purpose of
studying the mixing process. The direction
of flow is assumed to be parallel to the y-
axis (see Fig. 1). The BCs imposed at the
intake port were
or the pressure gradient normal to the wall
is zero at the wail, i.e.,
Equation (24) is a good approximation if
the Reynolds number of the flow is high and
if the curvature of the wall is small.
At the exhaust port, the back pressure
is maintained constant at P
axh
= 0.85 bars.
The flow through there is assumed to be
parallel to the y-axis (see Fig. 1). The
Bcs imposed at the exhaust port were as
follows:
At solid walls, the five Bcs given
above for U. V, W, X
A
and Tare the only
ones permitted by the governing equations.
Eqs. (16) to (18). However, in the
numerical method of solution. six BCs are
needed since there are six dependent
variables. Here. the sixth BC used at
solid walls was either the continuity
equation, i. e .
(20a)
u=v = w 0
at side and rotor housings
f = p.
n
MA/(R T. n), XA = I,
u=v=w=O, 0
e = P.n[(MA CPA-R)/R+(hA-CPA
For the rotary engine studied in this
investigation, there are five types of
boundaries. They are impermeable solid
walls, exhaust port, intake port, fuel
injector, and plane of symmetry at z " d/2.
The boundary conditions (BCs) at each of
these types of boundaries are different as
described below.
At impermeable solid walls (side and
rotor housings, rotor, and seals), the
velocity of the gas at the wall is equal to
the velocity of the wall; the temperature
of the gas at the wall is equal to the wall
temperature T... ; and there is no diffusion
into the wail. These conditions yield the
following BCs:
unit volume; denotes internal energy: K
denotes turbulent kinetic energy: E denotes
dissipation rate of turbulent kinetic
energy; DAD is the binary diffusion
coefficient; k is the thermai conductivity;
p is the dynamic viscosity; R denotes
universal gas constant: MA and Me denote
the molecular weight of air and fuel,
respectively; CPA and CPD denote constant
pressure specific heat of air and fuel.
respectively; Cp denotes the constant
pressure specific heat of the gas mixture:
h
A
and he denote the enthalpy of air and
fuel. respectively; h: and h: denote the
enthalpy of air and fuel at the reference
temperature = 300 K; P denotes pressure;
Tdenotes temperature; and the superscript
T denotes transpose.
It is noted that since aT in Eq. (18q)
is a constant, the turbulence model used is
the constant eddy viscosity model. This
model is clearly incorrect since Pt and K
equal zero at solid surfaces.
Nevertheless. this model was found to be
adequate in revealing information regarding
flow patterns and fuel-air mixing if aT is
chosen appropriately.
Equations (16) to (18) form a closed
system in the following six dependent
variables: f. X
A
'ii. V, w. and e. Before
solutions can be obtained for these
dependent variables as functions of the
independent variables (x, y, z, and t), it
is necessary to specify the initial and
boundary conditions.
Since the rotor was initially
stationary at crank angle 9 = 9
0
= -180
and the combustion chamber of interest was
filled with stagnant air at T'
n
= 1000 K
and 1.5 bars, the initial conditions
used were
6 880625
U=v
o
cos(o). v=Vo sin(o). w=O (31)
In the above equations, AFR is the average
air-to-fuel ratio of the intake charge; n =
20. When the intake charge is aIr. AFR =
and when the intake charge is a fuel-air
gas mixture. AFR = 15.
At the fuel injector. a gaseous fuel
(Octane) with static temperature = 300
0
K is injected at an angle 0 = 45 (see Fig.
1) into the combustion chamber when the
crank angle e is between 8
1
= 458.0 and
= 475.5. The BCs imposed at the fuel
injector were
where Cox = 0.9. w = 1. and
X
A
AFR/(l+AFR)
PP 60/(n 0)
(29)
(30)
Ow = coordinate normal to
the solid wall (33)
where V
o
is given hy Eq. (15).
At the plane of symmetry (z = d/2: see
Fig. 1). the following BCs were imposed:
the x-y-z-t
system in the
1.0 i;
{'J
" ,(
1.0
I = 1,2....":it
{bJ
Fig. 2 - (a) Grid system in
coordinate system. (b) Grid
! -7 - J: -Z- coordinate system.
(34)
(32)
W=df/ Z= aX
A
/ d z= dU/ az
= Z= de/ h=o
NUMERICAL METHOD OF SOLUTION
The governing equations and the
corresponding initial and boundary
conditions formulated In the previous
section form a system of second-order
quasi-linear partial differential equations
(PDEs). Solutions to such PDEs can only be
obtained by numerical methods. Here, a
finite-difference method was used to obtain
soiutions. The method used is descrihed
below.
Grid System and Time Levels
With any finite-difference method. it
is necessary to replace the continuous
spatial domain of the problem by a system
of grid points (or grid system) and the
duration of interest by time levels. For
computational efficiency, the number of
grid points in the grid system should be
kept to the minimum that is needed to
resoive spatially ali significant length
scales of the problem. Here. the grid
system used in the x-y-z-t coordinate
system is shown in Fig. 2a. This grid
system moves and deforms with the
combustion chamber as it moves and deforms.
In addition. more grid points were piaced
near solid walls (r.otor, seals. side and
rotor housings) and the plane of symmetry
in order to resolve the steep gradients of
the dependent variables there.
Furthermore. (1) one set of grid surfaces
always coincides with the boundary of the
combuster chamber which facilitates the
implementation of boundary conditions and
(2) grid surfaces intersect the rotor and
housing perpendicularly which permits
derivative boundary conditions to be
implemented more accurately.
Each grid point in the grid system
shown in Fig. 2a is labelled with indices
i. j. and k. The index i ranges from 1 to
IL with i = 1 at the trailing apex and i =
IL at the leading apex. The index j ranges
from 1 to JL with j 1 at the rotor
880625 7
x('.'? .7") = X.(s,7")h.("!)
+X. ( S '1:' ) h. ("!) -X. ( S '1:' ( "/')
-X.( 5''1:' h
4
(>]') (35a)
y( 5 . 7J ,'1:') = Y. '1:' ) h. (>]')
I c\X,(,:r) /
+y.(s .'(')h.(7J )+X.(!i ''(")-.sh,('l )
+X. ( g ,7") h
4
(')') (35b)
) = 0.5d X,( )/[X
4
+(1-X4 )X,(:;")]
(35c)
surface and j = JL at the inner surface of
the rotor housing. The index k ranges from
1 to XL with k = 1 at the side housing
located at z = 0 (see Fig. 1) and k = XL at
one grid point above the plane of symmetry.
In this study. 1L = 31; JL = 15; and XL =
12.
In order to facilitate programming and
algorithm development. the grid points in
the x-y-z-t system were mapped
onto a transformed domain with coordinates
S -'? -'1:' where all of the grid points
were stationary and uniformly distributed
(see Fig. 2b). The mapping of the grid
points was achieved by using transfinite
interpolatIon [25,26]. The functIonal
relationships between the x-y-z-t and the
1I-? - -'I" coordinate systems used in this
investigatIon were as follows [24.26,27]:
"/' = 0.5(B
9
+1)-B
9
{l+[(B?+l)
I(B
9
-1)]"7-")-' (35i)
l-(A-A
L
)/(A
T
-A
L
) = 0.5(B +1)
-B {l+[(B +l)/(B
! r (35j)
= (XL-2)/(XL-l) (35p)
(36b)
(36c)
(36a)
2.8,
(35q)
(i-I) Ali
(j-l) A')
(k-1)
a = sinh(a)/(so s.vm}n, So
and s.vm = 4.25
Koo\ (8
0
/8.
ym
)&, So 2.8,
and s.vm = 4.25 (35r)
As =l/(IL-l), A'l =l/(JL-l),
=l/(XL-l) (36d)
X,(!:) = 0.5+{tanh[(t-0.5t.vm)a
1 t .vm]) Itanh (a/2) (350)
Note that g. TJ, and vary between 0 and
1. The location of the grid points in the
x-y-z-t coordinate system can be found by
substi tuting Eq. (36) into Eq. (35).
With the spatial domain replaced by a
system of grid points. the next step is to
replace the duration of interest by time
levels. The duration of interest is the
time needed for the rotor to rotate from
crank angle a = -180 to crank angle a =
540. The time increment between two
successive time levels (time-step size)
must be made small enough to ensure
temporal accuracy and numerical stability.
For the present problem, the time-step
size must be small near t = 0 because at t
= O. the rotor was started impUlsively from
o to 10.000 rpm and the intake and exhaust
ports were suddenly opened. creating large
pressure gradients in both space and time.
Later, after these initial transients die
out. the time-step size can be made larger.
In this study. the follOWing variable time-
step sizes were employed:
where
x" V,. X., and Y. in Eqs. (35a) and (35b)
are given by Eqs. (1). (2). (4), (5). and
(7) to (13) with the parameters A and V
related to 'g as shown by Eqs. (35j) and
(35k) .
The location of the grid points in the
5 -? - -'Z" coordinate system are given by
(35g)
(35h)
(35e)
(35d)
(35f)
2(7,/)' - 3(']')' + 1
-2{17')' + 3 (']')'
(')')' - 2 (,)')' + ')'
(,)')3 _ ('}')'
t
,
h, (') )
h. (?')
h,(')')
h
4
(')')
where
B?= 1/(1-B.)3. B. 0.3 (351)
B
s
= 1/(1-B,)", B. 0.3 (35m)
X, ( s . = X. ( !r '2'") = 2{ [X, ( S . '2'" )
-x,es g .'2'")
-Y,(g, '1:')J'}'o (35n)
{
[8(n+l)-8(n)]/O. n=O.l .... n.
lito.,= (37a)
n=n.+1,n.+2 ..... nt
where is the time increment between
time levels t
n
and and
8(n)=8
0
+a,(n/n.)+a.(n/n.)+a,(n/n.)3
(37b)
8
580625
(3Be)
(3Bi)
(3Bm)
(3Br)
(380)
(3Bj)
(3Bn)
(3Bq)
(38k)
(3Bf)
(3Bh)
(3Bg)
(3Bb)
(3Ba)
(3Bc)
d J J J
:rx = S.rs +?, F>'j + !:'x
d d .l .l
Or = 51 ;rg + d7 +- t
ns
d_.l J,od
Tz - Sz :Ii + 'J. T>j + ar
J_ J J J d
(3Bd)
where sx. !t1' 5,. S.. 'j,. ?1' 1),.
S"l' !r. 1+ are metric coefficients. The
metric coefficients are given by
d
sx=JX=
s,. -(x, z,-X
J
I, )/J
s.=z.. (X,Y
s
-X,Y,)!J
!it = -[X,(y? "ff-Y,Z,)- Y,.(x,Z,-x,z?)
+
'1, =it = - (y,I
l
- Yl"f)/J

1),= 0/ = (XfI! -XlI;;)/J"
=- -X.Y
f
)/J
'It = (xx (Y, I,-*2'.) - Y. (X,I.-X, I) (3Bl)
+ :z,.(Xflt - x, Y,) J IJ
t, = (Y_"? -Y,'f )/J
t y =-# = -(XfI, -X,'r)/"
. = (xfy,-X,Y.)/J
= - [Xx()F, -Y, ',) - Y,. (x, z,-X, I;;>
+ I, (X_Y? -x,1;>J/J (3Bp)
.k
't c rr= i
J= [xi -*',)- -YrI;)
+ (Yr ", -Y, 'f)]
In this study. x = x( S . 1).7:). y =
y( s . '1 7:). z = z (J:)' and t =>t- (see Eq.
(35 so that many of the above metric
coefficients are equal to zero. However.
it should be noted that in UF-LRC-3D. all
of the above metric coefficients are
included so that UF-LRC-3D can be used to
study problems requiring the more general
coordinate transformation. namely, x
x( lr 1) .7:). y = y( s . 1) t . >t- ).
z = z( 5 . '7 . ?" ). and t = 7:.
By using Eq. (3B). Eqs. (16) to (1B)
become [24]
J J J
( dt' + St'Ji + 'h:!? + tt;rs )U
J J J
+ - R)
J J J
+ - s)
J J J
+ +?,:!?+!z;rs)(G - T) = 0
With any finite-difference method.
solutions are only obtained at the grid
points and time levels. The solutions at
the grid points and time levels are
obtained by using a set of algebraic
equations known as finite-difference
equations (FOEs) derived from the governing
equations. In this study. the FDEs are
derived from the governing equations by
using the implicit-factored method of Beam
and Warming/Briley and McDonald [28-30].
The derivation of the FDEs by using
the implicit-factored method involves the
following major steps:
1. Transform the governing equations
from the x-y-z-t coordinate system
to the g -1) - -7: coordinate
system.
2. Replace time-derivative terms by
finite-difference formulas.
3. Linearize terms nonlinear with
respect to (see Eq. (17a) for
definition of 0).
4. Employ an approximate-factorization
procedure followed by operator
splitting.
5. Replace all spatial derivatives
with finite-difference formulas.
6. Add artificial dissipation.
Below. these six steps are described.
(37c)
a
o
=[ A8,-(8,-8
0
)/n.-a
3
(I/n:
(37d)
Transform Governing Equations - The
first step in deriving the FDEs is to
transform the governing equations (Eqs.
(16) to (34 from the x-y-z-t coordinate
system to the coordinate
system. This is achieved by replacing
derivatives with respect to x, Y. z. and t
by deri vatives with respect to S. '1.
Derivatives with respect to x. Y.
z. and t are related to derivatives with
respect to s. ,? "t and 'l' by the
following expressions [31]:
Finite-Difference Equations
In the above equations, 0 is the engIne
speed (0 = 10.000 rpm); 8
0
= -180
0
; 8, is
the crank angle after which the time-step
size becomes a constant = 57.3); no is
the time step when 8 = 8, (n. = 760); A8,
is the crank angle traversed by the shaft
during the first time step (68
1
.001 A8,); A8, is the crank angle
traversed by the shaft during each tIme
step after n = no: is the total number
of time steps (n. = 12.000).
880625 9
or
Replace Time Derivative The second
step in deriving the FOEs is to replace the
time derivative by a finite-difference
formula. In UF-LRC-3D. the time derivative
is replaced by the foiiowing generalized
time-difference formula [28J:
(42)
(43)
Both are second-
approximations.
are
truncated Taylor
time.
in-time
and T
C
'
(i , j) are iinearized
extragolation in time. For
11+1 It+f fH-l
(I+M' 0!)(I+dt 1I,)(I+dt
= RUS (45)
In the above equation. I, 0,. and @:
are 6-by-a matrices While AU
n
+
1
and RHS
are a-component vectors. More specifical-
ly. I is an identity matrix; RHS involves
only U and its derivatives at time level n
and n-1 (i.e., RHS involves only known
quantities) ; Or' II? and are
differential operators operating on the
unknown dependent variable AU
n
+
1
.
involves only derivatives with respect to
5; e? involves only derivatives with
respect to 7); and involves only
derivatives with respect to Interested
readers are referred to Reference 24 for
the detaiis of RUS. II 0,. and
Factor and Split the Differential
Operator - The fourth step in deriving FOEs
by the impiicit-factored method is to
factor approximately the differential
operator in Eq. (44) and then spiit the
resulting operator.
Equation (44) can be factored
approximately as follows:
The error E introduced by the approximate
factorization is
extrapolation in
order-accurate-
R (un.') = R (2 un -
:1.2 t? HI 51 ;?
By substituting the right-hand"side of
Eq. (39) into Eq. (40) and by replacing
gn... :1., pn... :l., Gn ... :1., ... by the linearized
terms such as Eqs. (41) and (43), Eq. (40)
can be cast into the following form:
where ( J EI .l U) n is a a-by-a matrix and
R':':":1. S!'''':1.
'J :J '
by linear
example.

linearized by using
series. For example,
(40)
At-
lI
+-
f
(1- Y, )
Un-:J.)
,..
un... :&. _ t, At Un... 1
to
-
I+- Yz
U..=- {Jr.U
J
(U..)-R,. lU,?) -R
'3
(U,r)
+.<j[F, -511 (U
II
) -5" (U,,) -5
'3
(U
IC
) J
+;,[ G
r
-T" (U,,) -T,. (U,?) -T13 (U
IC
) J
+ ?,U? +9,[E, -R" (U'r) -R (U,,) -R. o (U'I) )
+?,[F, -5" (U,,) -5 (Uf'I) -5. 3 (U,,) J
-T.
,
(U,,) -T (U,,) -T (U,,) J
U, +,[E; -R01 (U
tr
) -Ro (U,?) -R" (Ulr)
+';[FI -50 ,( U
t
!) -So. (Ut,) -500 (U,,) J
H
,
[GrTo, (U'S) -To. (U'7) -Too (Il,r) J}
(39)
where is given by Eq. (37) and I; and
tk are constants. By giving Y, and i2:
different numerical values. the above time-
difference formula can reproduce many
different types of two- and three-time
levei. explicit and implicit methods. In
this study, Y, and Yz were set equal to 0.5
and 0.0. respectively. This results in a
second-order-accurate-in-time
approximation.
In Eq. (40). U at time levei nand n-1
(i.e., un and Un-:l.) are assumed to be known
and U at time level n+1 (i.e .. U
n
+
1
) is the
unknown sought. Note that the elements of
U are the dependent variables for which
solutions are sought. The time derivative
term U in Eq. (39) is eliminated by
substituting the right-hand-side of Eq.
(39) into Eq. (40).
In the above equation, and (1
= 1. 2. 3) involve second-order derivatives
of U with respect to r. ') . and R".
5". and T" (i, j = 1.2. 3 and i # j)
involve mixed derivatives of U, e.g.,
US?and U?t. Equation (39) is the governing
equation sought in the s-'j - 5-7"
coordinate system.
All 8Cs given by Eqs. (20) to (34)
involving derivatives must also be
transformed from the x-y-z-t coordinate
system to the 'i -1).- -?" coordinate
system. The transformation procedure is
similar to that shown above and hence Is
not described here.
Linearize Nonlinear Terms - The third
step in deriving FOEs by the implicit-
factored method is to linearize all terms
that are nonlinear with respect to un"':J..
This is accompiished by using either a
truncated Taylor series or by linear
The above equation was derived by
subtracting Eq. (44) from Eq. (45). Since
E O[(At
n
,
).) (i.e., the approximate
factorization procedure is second-order-
accurate-in-time). the error introduced by
approximate factorization is comparable to
10 880625
that introduced hy Eqs. (40) , (41). and
(43).
Equation (45) can be split as shown
below:
Equations (49a), (49h), and (49c) were
added to the left-hand-side of Eqs, (46a),
(46b), and (46c), respectively,
In this study, E, and E
s
in Eqs. (48)
and (49) were 6U' = RHS
..,
(I +Llt ) 6U" = 6U'

(I+At AUn+' = AU"
(46a)
(46b)
(46c)
E, (50a)
(SOb)
where AU and AU are intermediate
variables. Note that the left-hand-side
(LHS) of Eq. (46a) invoives only '!!l
derivatives; the LHS of Eq. (46b) involves
only derivatives; and the LHS of Eq.
(46c) involves only derivatives. Thus, a
three-dimensional problem has been
converted to three one-dimensional
problems.
Replace Spatial Derivatives The
fifth step in deriving FDEs is to replace
all spatial derivatives in Eq. (46) by
finite-difference formulas. In this study,
all spatial derivatives were replaced by
second-order-accurate-in-space central
difference formulas. For example,
(U')'J.k =(U;"1" -U"'1 )/(2 As ) (47a)
(U ).. , =(U,,,F -2U,." +Uj.,... )/d
s
' (47b)
Ii.:>' /'./.1( './.... !J'"
(U
t
? )jJ.k "" (Ui+l,j"J,k + Ui-IJ."k
-U"'1.',k )/(4 As d? ) (47c)
Add Artificial Dissipation - The sixth
step in deriving FDEs by the implicit-
factored method is to add artificial
dissipation terms to control nonlinear
instability. The following fourth-order
explicit dissipation terms were added:
.. J'" 'll
-E. ds apU':i,k -4U'''1,k
+6UiJit +U;.ld,lI)n (48a)
J+
-Ell: 6.1]. dii" Uid,lf = -Ee; (UiJf>J,A -4UiJf",/r:
+6U". -4U.':'k +U.. ,.)n (48b)
':), -J 'v.z,,,
"J" Jt
JF Uid.1e "" -EJ!: (UY.hft
-4UiJ,k-, (48c)
Equations (48a), (48b), and (48c) were
added to the right-hand-side of Eqs. (46a).
(46b), and (46c), respectively.
The following second-order implicit
dissipation terms were also added:
tJ" " .. .,
-E, As dji.<l.Uy,k= -E, )
(49a)
By following the six steps described
above. FOEs at all interior grid points
(i.e .. all grid points except those on the
boundary) can be derived and cast into the
following form:
L7. "k+
M' . + . .
'.)- -d'
I,p..
':1' '1'
1+''./,
= RHS". +
Eq. (48a) (51a)
f,J.
L"
AU:"':k + M":\ +
N--
AU7.'
y,S: '-}
'<I'
'd'
id,K '1+
1
,11:
+ Eq. (48b) (SIb)
"J'
Lid'l<.

Mi,j.k ..t
+
N"k
6U,?,:-:l
"J,
k
-
I
'-)'
,'./,K+I
liU;;P<
+ Eq. (48c) (SIc)
where L-, L--, L. Mi, Mr-, M, N-, N--, and
N- involve only un and Un-:l (see Reference
24 for details).
The FDEs at the boundary grid points
were derived from boundary conditions by
using the technique presented in Reference
32. Readers are referred to References 24
and 32 for details.
Equations (51a) to (SIc) applied at
every interior grid point along with the
FDEs at boundary grid points form systems
of linear equations with block tridiagonal
coefficient matrices. These equations can
be solved very efficiently by using the
Thomas algorithm [31], Solving these
equations by the Thomas algorithm would
yield Aun>' at every grid point at the
(n+1)th time level. The desired solution
at the (n+l)th time level (namely un>') is
obtained by using Eq. (42), i.e"
RESULTS
As noted in the first section of this
paper. the objective of this investigation
was to extend UF-LRC-2D reported in
References 16 to 19 so that it can be used
to study unsteady, 3-D flow fields inside
Wankel engine combustion chambers. The
extended UF-LRC-2D was to be referred to as
UF-LRC-3D.
In the previous two sections, the
governing equations and the numerical
method of solution utilized in UF-LRC-3D
880625
were described. In this section. some
numerical solutions generated by UF-LRC-3D
for the Wankel engine described earlier are
presented. Below, numerical solutions are
presented which show
1. Flow pattern during the exhaust,
intake. and compression processes.
2. Mixing of fuei and air during the
intake and compression processes.
3. Flow pattern and fuel-air mixing
during gaseous fuel injection.
Flow Pattern during the Exhaust. Intake.
and Compression Processes
Figures 3 to 10 show the flow pattern
during the exhaust, intake. and compression
processes. The results shown were
generated with the intake charge being air
(i.e .. X
A
of the intake charge equals
unity). Other design and operating
parameters of the Wankel engine studied
were described in the section on
description of problem.
Figure 3 shows the flow pattern during
the exhaust process. From this figure. it
can be seen that the residual gas rushes
out of the combustion chamber through the
exhaust port because the pressure inside
the combustion chamber was much higher than
the back pressure of the exhaust port.
Figures 4 and 5 show the flow pattern
inside the combustion chamber when both the
exhaust and intake ports were open. In
Fig. 4, the intake charge can be seen
rushing into the combustion chamber through
the intake port and the residual gas
rushing out of the combustion chamber
through the exhaust port. Between the
intake and exhaust ports, the flow pattern
is dictated by the momentum induced by the
rotor and the pressure difference between
the intake and exhaust ports. In Figs. 4a
and 4b. it can be seen that the rotor
causes air near it to move in the direction
of rotor motion and that the pressure
difference between the intake and exhaust
ports causes the air near the rotor housing
to move towards the exhaust port.
Figure 5b shows a large recirculating
flow region on the left side of the intake
jet in a k constant plane (the plane of
symmetry. k = 11). Figures 5c and 5d show
a clockwise and a counterclockwise
recirculating flow in two i constant
planes (i= IB and 22). Figure 5e shows two
recirculating flows in a j = constant plane
(j = B). Aii of these recircuiating flows
were induced by the intake jet.
inside the combustion chamber when only the
intake port is open. In Fig. 6b, the
large. clockwise recirCUlating flow
observed in Fig. 5b was found to persist.
In addItion. Fig. 6b shows a
counterclockwise recirculating flow near
the left side of the rotor recess. This
recirculating flow can also be seen in Fig.
6a. Figures 6e. 6d, and 6e show the floW
patterns in the i = constant planes (i =
15, 19. and 23). A large counterclockwise
recirculating flow can be seen In Fig. 6e
but not in Figs. 6d nor 6e. Figure 6f
shows the flow pattern in a j = constant
piane (j = 10).
Figures 7a and 7b show the floW
pattern in two k = constant planes (k = 3
and 11). In both of these figures, a large
clockwise recirculating flow can be seen on
the right side of the intake jet. This
recirculating flow is caused by separation
at the intake port edge and by the adverse
pressure gradient induced by the intake jet
impinging on the rotor surface. Here, it
is noted that the recirculating flows on
the left side of the intake jet observed in
Figs. 5b and 6b have diminished in size.
Figures 7c, 7d. and 7e show the flow
pattern in the i = constant planes (i = 15,
20, and 22). These figures show the same
recirculating flow seen in Figs. 7a and 7b
but from a different perspective. Figure
7f shows the flow pattern in a j = constant
piane (j = 10).
Figures 8a and 8b show that the
recirculating flow on the right side of the
intake jet observed in Figs. 7a and 7b
persists. Figures 8c. 8d. and 8e show the
flow pattern in three i = constant planes
(i = B, 20. and 24). The recirculating
flows observed in Figs. 8c and ad were
induced by the intake jet impInging on the
rotor and on the rotor housing. Figure 8f
reveals four recirculating flows (two near
the leading apex and two near the center)
in a j = constant plane (j = 10).
during the compression process. Figures 9a
and 9b show that the recirculating floW
formed on the right side of the intake jet
observed in Figs. 7a. 7b, Ba. and Bb still
persists but has weakened. Figures 9a and
9b also show that even though the intake
port has closed. there are still remnants
of the intake jet. At this point. it is
noted that during the compression process.
there is squish. Squish tends to
accelerate the air near the trailing apex
and to decelerate the air near the leading
apex. Therefore. remnants of the intake
jet appear to be more pronounced near the
trailing apex than near the leading apex in
Figs. 9a and 9b. Figures 9c. 9d, and ge
show the flow pattern in three i = constant
planes (i = 10. IB, and 22). Recirculating
flows can be seen in Figs. 9d and ge.
These recirculating flows were induced by
remnants of the intake jet impinging on the
rotor housing. Here. it is noted that
these recirculating flows can also be
deduced by examining the flow directions
near the leading apex in Figs. 9a and 9b.
11
can also be
constant plane
12
These recirculating flows
observed in Fig. 9f in a j
(j = 10).
Figures lOa and lOb sbow that aii
recirculating flows in the k constant
planes have disappeared. These figures
also show that squish near the trailing
apex induces a jet-like fiow which impinges
on the rotor housing near the leading apex.
This impingement on the rotor housing
causes a recirculating flow to be formed
near the leading apex which can be seen in
Fig. 10d. Figure 10c shows that there are
no recirculating flows In the i = constant
planes near the trailing apex. Figure 10e
is representative of the flow pattern in
the j = constant planes. Note that there
are no recirculating flows.
Mixing of Fuel and Air during the Intake
and Compression Processes
Figures 11 to 13 show the mixing of
fuel and air during the intake and
compression processes. The results shown
were generated with the intake charge being
a nonhomogeneous mixture of gaseous fuel
and air which varied sinusoidally with time
(I.e . X
A
is given by Eqs. (2B) to (30)
with AFR = 15. w = 1. and n = 20). Note
that there was only air inside the
combustion chamber when the intake port
opened. Other design and operating
were described in the section on problem
description.
The flow patterns during intake and
compression processes with a nonhomogeneous
intake charge were similar to those
presented in the previous section on flow
patterns and hence are not presented. In
tbis section. only the mixing of fuel and
air is discussed.
Figures 11 to 13 show the mixing of
fuel and air during the intake and
compression processes by graphically
displaying the fuel mass fractions (Xp = 1
- X
A
). The symbols used to represent
different fuel mass fractions are explained
in Table 1. Since X
A
(and therefore Xp ) of
the intake charge varied sinusoidally with
time, there are regions inside the
combustion chamber where Xu is high and
other regions where X ~ is low. Figure lIb
illustrate the above statement. Figures
11a and lIb show that Xp on the left side
of the intake port in the k = 11 plane is
higher than X ~ at the same location in the
k = 3 plane. This is because there is a
recirculating flow on the left side of the
intake port in the k = 11 plane but not in
the k = 3 plane (see Figs. Ba and Bb).
Figure lIe also shows that X
P
is higher
near k = 11. Figure lId shows the fuel
mass fraction in a i = constant plane (i "
19) which contains the intake jet. again
880625
illustrating the nonhomogeneity of the
intake charge. Comparing Fig. lIe with
Figs. lIe and lId indicates that there is
more mixing near the leading apex during
the intake process. Figure 12 also shows
that that there is more mixing near the
leading apex. In Fig. 12. it can be seen
that the fuel-air mixture is already fairly
homogeneous near the leading apex. Figure
13 shows that during the compression
process, X
P
near the trailing apex
increased considerably. This is because
the trailing apex is scraping the fuel-rich
boundary layer on the rotor housing. It is
interesting to note that during the
compression process, Fig. 13 shows that X ~
is lower near the rotor pocket and higher
near the side and rotor housings. This
condition was observed to persist
throughout the compression process. This
phenomenon has significant impact on the
combustion process.
Flow Pattern and Fuel-Air Mixing during
Gaseous Fuel Injection
and fuel mass fraction during gaseous fuel
injection. The results shown were
generated with a gaseous fuel (octane)
injected at an angle a 45 into the
combustion chamber filled with air (see
Fig. 1). The speed of the fuel injected is
given by Eq. (15). Two different injection
speeds. Va 40 mls and Va = 60 mIs, were
simulated. Other design and operating
were described in the section on problem
description.
Figures 14 and 15 show the results for
Va = 40 mls and Figs. 16 and 17 show the
results for Va = 60 m/s. All of these
figures show that the fuel jet did not
penetrate very far into the combustion
chamber and was easily deflected and
confined Within a small region by the jet-
like flow induced by the squish.
In a realistic Wankel engine. the fuel
injected is a liquid instead of a gas. A
liquid jet has much more momentum than a
gaseous jet at identical velocities because
of differences in density. Thus. liquid
jets would not be as severely affected as
gaseous jets by the squish flow induced by
the rotor.
CONCLUDING REMARKS
This paper reported the details of a
new computer program -- UF-LRC-3D -- Which
can be used to compute unsteady, three-
dimensional flow fields inside Wankel
engine combustion chambers as a function of
engine design and operating parameters. At
this point. it is noted that even though a
simple turbulence model was used in this
880625
13
study. UF-LRC-3D does permit the use of
more sophisticated turbulence models such
as the K-E model. A more sophisticated
model was not used here because only
qualitative results were sought in this
investigation. Also. it should be noted
that UF-LRC-3D can be used to study more
realistic as well as "exotic" rotor pocket
geometries.
1. Eberle. M. K. and Klomp. E. D. ""An
Evaluation of the Potential Gain fro
m Leakage Reduction in Rotary Engines."
SAE Paper No. 730117. 1973.
2. Lawton. D.. MIllar. D. H.. and
Hutchinson. D. P.. "Digital Simulation
of Rotary Piston Engines," Paper
C114/37. IMechE Conference on Engine
Performance Modelling, Institution of
Mechanical Engineers. 1973.
3. Danieli. G. A. Ferguson, C. R..
Heywood. J. B.. and Keck. J. C.
"Predicting the Emissions and
Performance Characteristics of a Wankel
Engine." SAE Paper No. 740186. 1974.
4. Daniell, G. A., "A Performance Model of
a Wankei Engine. Including the Effects
of Burning Rates, Heat Transfer,
Leakage, and Quenching Compared with
Measured Time Histories," Ph.D.
Dissertation, Department of Mechanical
Engineering. MIT. 1976.
5. Benson, R. S. and Sierens, R.. "Some
Gas Dynamic Studies in Wankel Engine."
Paper 64/76. Proceedings of the
Institution of Mechanical Engineers,
1976.
6. Benson, R. S. and Sierens, R.,
"Simuiation of the Wave Action in the
Inlet and EXhaust System and
Calculation of the Burnt Mass Fraction
in a Rotary Wankel Engine," ~
Journal of Technology. Voi. 15. 1977.
pp. 209-221.
7. Blair, G. P. and Fleck. R.. "The
Unsteady Gas Flow Behavior in a Charge
Cooled Rotary Piston Engine." SAE Paper
No. 770763. 1977.
8. Daniell. G. A. Keck. J. C.. and
Heywood, J. B.. "Experimental and
Theoretical AnalYsis of Wankel Engine
Performance," SAE Paper No. 780416.
1978.
9. Sierens, R., Baert, R., Winterbone, D.
E.. and Baruah. P. C., "A Comprehensive
ACKNOWLEDGEMENT
This research
grant NAG 3-363.
to NASA - Lewis
support.
REFERENCES
was supported
The authors are
Research Center
by NASA
grateful
for this
Study of Wankel Engine Performance,"
SAE Paper No. 830332. 1983.
10. Norman. T. J .. "A Performance Model of
a Spark Ignition Wankel Engine:
Including the Effects of CreVice
Volumes, Gas Leakage, and Heat
Transfer," Master Thesis, Department of
Mechanical Engineering, MIT. 1983.
11. Roberts. J. M. . "Heat Reiease
Estimatiou and Prediction of Wankei
Stratified-Charge Combustion Engine."
Master Thesis, Department of Mechanical
Engineering. MIT. 1985.
12. Roberts. J. A., Norman. T. J . Ekchian.
J. A.. and Heywood. J. B.. "Computer
Models for Evaluating Premixed and DISC
Wankel Engine Performance," SAE Paper
No. 860613. 1986.
13. Bracco, F. V. and Sirignano, W. A.,
"Theoretical Analysis of Wankel Engine
Combustion," Combustion Science and
Technology. Vol. 7. 1973. pp. 109-123.
14. Bracco, F. V. and Sirignano, W. A.,
"Theoretical Analysis of Stratified,
Two-Phase Wankel Engine Combustion,"
Combustion Science and Technology, Vol.
8. 1973, pp. 69-84.
15. Reitz, R. D. and Bracco, F. V.. "Studies
Toward Optimal Charge Stratification in
a Rotary Engine," Combustion Science
and Tecbnology. Vol. 12. 1976. pp. 63-
74.
16. Shih. T. I-P . Yang. S.-L.. and Schock.
H. J., "A Two-Dimensional Numerical
Study of the Flow Inside the Combustion
Chamber of a Motored Rotary Engine,"
SAE Paper 860615. 1986.
17. Shih. T. I-P . Nguyen. H. L. and
Stegeman. J .. "FluId Flow and Fuel-Air
Mixing in a Motored Two-Dimensional
Wankel Rotary Engine," AIM Paper 86-
1556. 1986.
18. Sbih. T. I-P .. Schock, H. J .. Nguyen.
H. L., and Stegeman, J., "Numerical
Simulation of the Flowfield in a
Motored, Two-Dimensional Wankel
Engine," Journal of Propulsion and
Power, Vol.3. 1987.
19. Shih. T.I-P.. Schock. H.J .. and Ramos.
J.. "Fuel-Air Mixing and Combustion in
a Two-Dimensional Wankel Engine," SAE
Paper 870408. 1987.
20. Grasso, F., Wey, M. J., Bracco, F. V.,
and Abraham, J., "Three-Dimensional
Computations of Flows in a Stratified-
Charge Rotary Engine," SAE Paper
870409, 1987.
21. Amsden, A.A., Ramshaw, J.D., O'Rourke,
P.J .. and Dukowlcz. J.K. "KIVA: A
Computer Program for Two- and Three-
Dimensional Fluid Flows with Chemical
Reactions and Fuel Sprays," Report LA-
I0245-MS. Los Alamos National
Laboratory, February 1985.
22. Amsden, A.A.. Ramshaw, J.D., O'Rourke,
P.J., and Dukowicz, J.K., "Improvements
Table 1 - Symbols Denoting the Mass
tion of Fuel
14
and Extensions to the KIVA Computer
Program." Report LA-!0534-MS, Los
Alamos National Laboratory, October
1985.
23. Yamamoto. K., Rotary Engine, Sankaido
Co .. Ltd .. Tokyo. Japan. 1981.
24. Steinthorsson. E., "Three-Dimensional,
Numerical Simulation of the Flow Field
inside Motored Wankel Engines," M.S.
Thesis, Department of Mechanical
Engineering, University of Florida,
1988.
25. Smith. R.E.. "Two-Boundary Grid
Generation for the Solution of the
Three-Dimensional Compressible Navier-
Stokes Equations." NASA TM-83123. 1981.
26. Yang. S.-L. and Shih. T.I-P.. "An
Algebraic Grid Generation Technique for
Time-Varying Two-Dimensional Spatial
Domains," International Journal for
Numerical Methods In Fluids. Vol. 6.
1986. pp. 291-304.
27. Vinokur. M., "One-Dimensional
Stretching Functions for Finite-
Difference Calculations." Journal of
Computational Physics. Vol. 50. 1983.
pp. 215-234.
26. Beam. R.M. and Warming. R.F .. "An
Implicit Factored Scheme for the
Compressible Navler-Stokes Equations,"
AlAA Journal. Vol. 16. 1978. pp. 393-
402.
29. Steger. J.L.. "Implicit Finlte-
Difference Simulation of Flow about
Arbitrary Two-Dimensional Geometries."
AlAA Journal. Vol. 16. 1978. pp. 679-
686.
30. Briley. W.R. and McDonald. H..
"Solution of the Multidimensional
Compressible Navier-Stokes Equations by
a Generalized Implici t Method.' Journal
of Computational Physics. Vol. 24.
1977. pp. 372-397.
31. Shih. T.l-P.. Finite-Difference Methods
in Computational Fluid Dynamics. to be
pUblished by Prentice-Hall. Inc ..
Englewood Cliffs. New Jersey.
32. Shih. T.I-P.. Smith. G.E . Springer.
G. S. and Rimon. Y. -, "Boundary
Conditions for the Solution of the
Compressible Navier-Stokes Equations by
an Implicit Factored Method." Jonrnal
of Computational Physics. Vol. 52,
1983. pp. 54-79.
Symbol
.'.
~
.

X
1><1
.01 - .02
.02 - .03
.03 - .04
.04 - .05
.05 - .06
.06 - .10
.10 - .20
.20 - .30
.30 - .40
.40 - .50
.50 - .60
.60 - .70
.70 - .80
> .80
880625
Frac-
880625 15
(a)
Plan. of Symmatry
- - ::::: k =11 -- --
-- - -
-
Sida Housing
(e)
Side Housing (z=d)
__.. , 0)
c:
;;
::>
-_... 0
J:
-
__ 4# 0
o
- _ .. a:
, , I.
J =12

>C ------------- >C
Q) G)
: _-----....-_---
'" '"
:::::::::: ===:::::::::- :E
m ...... -...

,,_ ----:-... -:::::::::::::::::::::::::--.:
,.. .... --_ .............. --_............
Sid. Housing (z=O)
(e)
.:.. "..... :. ...,!: ...:: ..: - .::..: ;,;;;:;,:"p u,', _ .... j// _
)( ."", - .. ...., ........ - - - - - ------
8. """ ....- __ - __ - ------- ct .'.It _ _
g> iii!j!iiii e ii ii i1eii
i ;;;;;:::;:: ;:::::::::=::: ::: == == =::::==
CD ,....... - :::-"""1(-- - - - - ------- ....l ",,""" I _
..".,,,, '" - - - - -------
... --::
Side Housing (z=O)
(I)
Fig. 3 - Flow pattern at crank angle e = -159. (a) k = 3 plane (2 grid points above the side
housIng). (b) k = 11 plane (the plane of symmetry). (c) 1= 10 plane (see FIgs. 3a
and 3b). (d) 1= 16 plane (see Figs. 3a and 3b). (e) j = 5 plane (see Figs. 3c and
3d). (f) j = 12 plane (see FIgs. 3c and 3d).
16
880625
; i !
; i
(a) (b)
-
..
o
Do
-rJl
::J
It\
.c
x
W
-- .... --
-- ---
---
-- ---
-- ---
..... -.-
(c) (d)
Fig. 4 - Flow pattern at crank angle e = -2. (a) k 3
plane. (b) k = 11 plane. (c) i = 7 plane. (d) i
12 plane. (e) i = 27 plane. (f) j = 10 plane.

___.... _ w
;
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.

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,
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(I)
C
(e)
I
880625
(c)
"i -=::::::::: _ :::
,----_ - .. -
_... -
" .. .. -
.
!.!
. . - ...... _... _..

1-- .... _... .. -
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(e)
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'll:;
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...,
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I I \ I II
(d)
17
Fig. 5 - Flow pattern
plane. (d) i
at crank angle e = 42. (a) k
= 22 plane. (e) j = 8 plane.
3 plane. (b) k 11 plane. (c) i 18
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880625 19
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Fig. 7 - Flow pattern at crank angle e = 177
Q
(a) k = 3 plane. (b) k = 11 plane.

(0) i = 15 plane. (d) i = 20 plane.
(e) i = 24 plane. (f) j = 10 plane.
II" II' .. " ..

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:::: ::
~ ~
'.
(a)
(c)
: ::
(b)
::
(d)
:: :: :
21
., .
...
.. .
..

,
1 I'
1 I'
..::::.: ..
.... .. " I .. ~
)( " ..
lU __ _
:t -----
2' ~ ~ ~ ! i H ~ ~ !
=g ...,............---
~ : ~ ~ : : -::::: -
: : ; ~ ~ ~ ~ ..
(f)
.
-
-
!
! i
~
! iii!
.
.
:
..
,
(e)
,
,
,
1
If'
Fig. 9 - Flow pattern at crank angle 9 = 344.
(a) k = 3 plane. (b) k = 11 plane.
(c) i = 10 plane. (d) i = 18 plane.
(e) i = 22 plane. (f) j = 10 plane.
22
880625
. ,
_..: : :: .. ..
- .. :- : .. ..
(a)
- - -
..,
--
- -
-.
- - -
- - -
(b)
- - - - -. ...
- - .... - ....
.... .........
\ \ \'
, ,
(d)
(e)
--.::.:: ..:: .. .::
- .......
_ ---
................_----
........ -._-----
I'!-'"
- -----------
----------
---.... -...-- -
-... .... .- .....
..
(e)
Fig. 10 - Flow pattern
plane. (d) i
at crank angle e
= 17 plane. (e) j
444
0
(a) k
= 10 plane.
3 plane. (b) k 11 plane. (e) i 8
880625 23
(a)
(e)
(b)
(d)
Fig. 11 - Mass fraction of fuel at crank angle e = 104
0
(see
symbols used to represent mass fractions). (a) k
= 15 plane. (d) i = 19 plane. (e) i = 23 plane.
Table 1 for the definitions of the
3 plane. (b) k = 11 plane. (c) i
24
880625
(b)
(a)
-
...
o
Do.
~
I1l
-
c:
(c)
(e)
(d)
Fig. 12 - Mass fraction of fuel at crank angle e = 256. (a) k 3 plane. (b) k = 11 plane.
(c) i = 8 plane. (d) i = 16 plane. (e) i = 21 plane.
880625
(a)
(e)
(b)
(d)
25
Fig. 13 - Mass fraction of fuel at crank angle e = 444. (a) k = 3 plane. (h) k = 11 plane.
(c) i = 8 plane. (d) i = 17 plane.
26
880625
Plane 01 Symmetry
:::::::::
Side HQuslng
Fuel Injector
Fuel Injector
(bl
(a)
(dl
Fuel Injector
(e)
Fig. 14 - Flow pattern and mass fraction of fuel during gaseous fuel injection at crank angle 8
- 473-. (a) k - 11 plane. (bl i - 16 plane. (e) k - 11 plane. (d) i = 16 plane.
880625
(a)
-. .... - ---
-..-...- -_..
-..-._-_...
...... -.._ ... --
........ -.. ..... _-
--... - ................
-- - ...............
.... .. ......
(b)
27
(c)
(d)
Fig. 15 - Flow pattern and mass fraction of
(b) i = 16 plane. (c) k = 11 plane.
fuel at crank angle e
(d) i = 16 plane.
(a) k 11 plane.
28 880625
(c)
(d)
Fig. 16 - Flow pattern and mass fraction of fuel during gaseous fuel injection at crank angle e
= 473. (a) k = 11 plane. (b) 1 = 16 plane. (e) k = 11 plane. (d) i = 16 plane.
880625 29
(a)
-- - - -
-..-+-_ ..
........ -
-._----
_-. -.. -_...
-. .......... __....
-- - - -_..
---
(b)
(e)
(d)
Fig. 17 - Flow pattern and mass fraction of
(b) i 16 plane. (c) k 11 plane.
fuel at crank angle 9
(d) i = 16 plane.
(a) k 11 plane.
Positions and opinions advanced in this paper are those of
the author(s) and not necessarily those of SAE. The author
is solely responsible forthe content of the paper. Aprocess
is available by which discussions w11l be printed with the
paper if It Is published in SAE Transactions. For permission
to publish this paper In full or in part, contact the SAE
Persons wishing to submit papers to be considered for
presentation or publication through SAE should send the
manuscript or a 300 word abstract of a proposed m a n u s ~
crlpt to: Secretary, Engineering Activity Board, SAE.
Printed in U.S.A.

Chnical Erles: Calculations of The Unsteady, Three Dimensional Flow Field Inside A Motored Wankel Engine

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Chnical Erles: Calculations of The Unsteady, Three Dimensional Flow Field Inside A Motored Wankel Engine

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e The Engineering Society

For Advancing Mobility

(a) k = 3 plane. (b) k = 11 plane.

II" II' .. " ..

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