Numerical Investigation of the Effect of Piston Geometry on the Performance of a Ducted Fuel Injection Engine
Explore the source record for details and available documents.
Nyrenstedt, Sven Anders Gustav↗
Engineering topics
Im, Hong G.
Publications and source records attributed to Im, Hong G..
A computational parametric study of ducted fuel injection implementation in a heavy-duty diesel engine
Experiments have shown that ducted fuel injection (DFI) effectively reduces soot emissions from direct-injection diesel engines. Although many computational studies have evaluated DFI’s spray development and soot reduction mechanisms in constant volume chambers, only limited computational work on internal combustion engines exists. The DFI duct assembly changes the engine’s in-cylinder flow, spray, and combustion development. Therefore, current production engine designs might not be optimal for achieving the best engine performance with DFI. Here, this work conducted an extensive numerical study to evaluate how parameter changes affect DFI performance. The parameters include swirl ratio, piston geometry, compression ratio (CR), number of injector orifices, split injection strategy, and exhaust gas recirculation (EGR) in a heavy-duty diesel engine utilizing DFI. The combustion and soot emission data from the Sandia compression ignition optical research engine were used for model validation. Simulations showed that an increased swirl ratio resulted in more intense jet flame-piston interaction, slowing down the combustion heat release during the late combustion stage and leading to lower indicated thermal efficiency (ITE) due to higher exhaust losses. A piston-bowl design with a reentrant inner piston edge yielded the highest thermal efficiency, due to the reduced cylinder head heat transfer loss. Additional injector orifices led to higher efficiency owing to a more advanced combustion phasing. Nevertheless, the maximum pressure rise rate (MPRR) and oxides of nitrogen (NO x ) emissions also increased with the number of injector orifices due to more rapid heat release and higher combustion temperature. Implementation of a split injection strategy combined with a higher EGR rate effectively inhibited the excessive MPRR and NO x formation. In general, the study concluded that DFI is not sensitive to most parameter changes but will benefit from future parameter optimization.
33 ADVANCED PROPULSION SYSTEMS↗
Reduced chemical kinetic model for CH 4 -air non-premixed flames including excited and charged species
Electric fields can impact small laminar flames by changing their shape and overall behavior by acting on charged species produced in combustion. However, no reduced chemical kinetic model has been developed considering both major species and minor species related to flame characterization and flame behavior in the presence of an electric field. Here, this study presents a reduced chemical kinetic model for methane-air combustion which includes minor excited species (CH*and OH*) and charged species (H 3 O + , HCO + , C 2 H 3 O + , CH 5 O + , O$_{2}^{–}$, OH – , e – , CO$_{3}^{–}$, CHO$_{2}^{–}$, O – , CHO$_{3}^{–}$). The results employing the reduced chemistry model have been validated for a two-dimensional flame geometry by comparison with (i) detailed chemistry simulation results for species location and peak values, and (ii) experimental CH* chemiluminescence location, considering the self-repulsion of charges yet without externally applied electric field to the flame. This reduced chemical kinetic model, with 45 species and 216 reactions, shows a computational demand one-third that of employing its equivalent detailed chemistry (83 species and 394 reactions). The reduction is modest but significant considering that high fidelity is needed to capture the behavior of the chemi-ion and chemiluminescent species. Future works will involve the use of this model for simulations predicting flame behavior with applied electric field (i.e., field strength ≠0 kV/cm).
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
A statistical analysis of developing knock intensity in a mixture with temperature inhomogeneities
Knock formation and its intensity for a stoichiometric ethanol/air mixture under a representative end-gas auto-ignition condition in IC engines with temperature inhomogeneities are investigated using multi-dimensional direct numerical simulations (DNS) with a 40-species skeletal mechanism of ethanol. Two- and three-dimensional simulations are performed by systematically varying temperature fluctuations and its most energetic length scale, l T . The volumetric fraction of the mixture regions that have the propensity to detonation development, F D , is proposed as a metric to predict the amplitude of knock intensity. It is found that with increasing l T , F D shows a good agreement with the heat release fraction of the mixture regions with pressure greater than equilibrium pressure, F H . The detonation peninsula is well captured by F D and F H when plotting them as a function of the volume-averaged ξ, ξ, (ξ= a/S sp is the ratio of the acoustic speed, a to the ignition front speed, S sp ) Decreasing l T is found to significantly reduce the super-knock intensity. The results suggest that decreasing l T , as in engines with tumble designs resulting in a smaller turbulence scale, will be effective in mitigating the the super-knock development.
42 ENGINEERING↗
The origin of CEMA and its relation to CSP
Currently, there exist two methods for analysing an explosive mode introduced by chemical kinetics in a reacting process: the Computational Singular Perturbation (CSP) algorithm and the Chemical Explosive Mode Analysis (CEMA). CSP was introduced in 1989 and addressed both dissipative and explosive modes encountered in the multi-scale dynamics that characterize the process, while CEMA was introduced in 2009 and addressed only the explosive modes. It is shown that (i) the algorithmic tools incorporated in CEMA were developed previously on the basis of CSP and (ii) the examination of explosive modes has been the subject of CSP-based works, reported before the introduction of CEMA.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Direct numerical simulations of turbulent reacting flows with shock waves and stiff chemistry using many-core/GPU acceleration
Compressible reacting flows may display sharp spatial variation related to shocks, contact discontinuities or reactive zones embedded within relatively smooth regions. The presence of such phenomena emphasizes the relevance of shock-capturing schemes such as the weighted essentially non-oscillatory (WENO) scheme as an essential ingredient of the numerical solver. However, these schemes are complex and have more computational cost than the simple high-order compact or non-compact schemes. In this paper, we present the implementation of a seventh-order, minimally-dissipative mapped WENO (WENO7M) scheme in a newly developed direct numerical simulation (DNS) code called KAUST Adaptive Reactive Flows Solver (KARFS). In order to make efficient use of the computer resources and reduce the solution time, without compromising the resolution requirement, the WENO routines are accelerated via graphics processing unit (GPU) computation. The performance characteristics and scalability of the code are studied using different grid sizes and block decomposition. Furthermore, the performance portability of KARFS is demonstrated on a variety of architectures including NVIDIA Tesla P100 GPUs and NVIDIA Kepler K20X GPUs. In addition, the capability and potential of the newly implemented WENO7M scheme in KARFS to perform DNS of compressible flows is also demonstrated with model problems involving shocks, isotropic turbulence, detonations and flame propagation into a stratified mixture with complex chemical kinetics.
97 MATHEMATICS AND COMPUTING↗
Collaborative investigation of the internal flow and near-nozzle flow of an eight-hole gasoline injector (Engine Combustion Network Spray G)
The internal details of fuel injectors have a profound impact on the emissions from gasoline direct injection engines. However, the impact of injector design features is not currently understood, due to the difficulty in observing and modeling internal injector flows. Gasoline direct injection flows involve moving geometry, flash boiling, and high levels of turbulent two-phase mixing. In order to better simulate these injectors, five different modeling approaches have been employed to study the engine combustion network Spray G injector. Here these simulation results have been compared to experimental measurements obtained, among other techniques, with X-ray diagnostics, allowing the predictions to be evaluated and critiqued. The ability of the models to predict mass flow rate through the injector is confirmed, but other features of the predictions vary in their accuracy. The prediction of plume width and fuel mass distribution varies widely, with volume-of-fluid tending to overly concentrate the fuel. All the simulations, however, seem to struggle with predicting fuel dispersion and by inference, jet velocity. This shortcoming of the predictions suggests a need to improve Eulerian modeling of dense fuel jets.
ECN↗
Effects of Turbulence and Temperature Fluctuations on Knock Development in an Ethanol/Air Mixture
The effects of turbulence on knock development and intensity for a thermally inhomogeneous stoichiometric ethanol/air mixture at a representative end-gas autoignition condition in internal combustion engines are investigated using direct numerical simulations with a skeletal reaction mechanism. Two- and three-dimensional simulations are performed by varying the most energetic length scale of temperature, \(l_T\) , and its relative ratio with the most energetic length scale of turbulence, \(l_T/l_e\) , together with two different levels of the turbulent velocity fluctuation, \(u'\) . It is found that \(l_T\) / \(l_e\) and the ratio of ignition delay time to eddy-turnover time, \(\tau _{ig}/\tau _t\) , are the key parameters that control the detonation development. An increase in either \(l_T\) or \(l_e\) enhances the detonation propensity by allowing a longer run-up distance for the detonation development. The characteristic length scale of the temperature field, \(l_T\) , is significantly modified by high turbulence intensity achieved by a large \(l_e\) and \(u'\) . The intense turbulence mixing effectively distributes the initial temperature field to broader scales to support the developing detonation waves, thereby increasing the likelihood of the detonation formation. On the contrary, high turbulence intensity with a short mixing time scale, achieved by a small \(l_e\) and a large \(u'\) , reduces the super-knock intensity attributed to the finer broken-up structures of detonation waves. Either \(\tau _{ig}/\tau _t\) less than unity or \(l_e = l_T\) even with a large \(u'\) is found to have no significant effect on super-knock mitigation. Finally, high turbulent intensity may induce high-pressure spikes comparable to the von Neumann spike. Overall, increased temperature and pressure by combustion heating, noticeably after the peak of heat release rate, significantly enhance the collision and interaction of multiple emerging autoignition fronts near the ending combustion process, resulting in localized high-pressure spikes.
42 ENGINEERING↗