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Effects of a CFD-improved dimple stepped-lip piston on thermal efficiency and emissions in a medium-duty diesel engine
Diesel piston-bowl shape is a key design parameter that affects spray-wall interactions and turbulent flow development, and in turn affects the engine’s thermal efficiency and emissions. It is hypothesized that thermal efficiency can be improved by enhancing squish-region vortices as they are hypothesized to promote fuel-air mixing, leading to faster heat-release rates. However, the strength and longevity of these vortices decrease with advanced injection timings for typical stepped-lip (SL) piston geometries. Dimple stepped-lip (DSL) pistons enhance vortex formation at early injection timings. Previous engine experiments with such a bowl show 1.4% thermal efficiency gains over an SL piston. However, soot was increased dramatically [SAE 2022-01-0400]. In a previous study, a new DSL bowl was designed using non-combusting computational fluid dynamic simulations. This improved DSL bowl is predicted to promote stronger, more rotationally energetic vortices than the baseline DSL piston: it employs shallower, narrower, and steeper-curved dimples that are placed further out into the squish region. In the current experimental study, this improved bowl is tested in a medium-duty diesel engine and compared against the SL piston over an injection timing sweep at low-load and part-load operating conditions. No substantial thermal efficiency gains are achieved at the early injection timing with the improved DSL design, but soot emissions are lowered by 45% relative to the production SL piston, likely due to improved air utilization and soot oxidation. However, these benefits are lost at late injection timings, where the DSL piston renders a lower thermal efficiency than that of the SL piston. Energy balance analyses show higher wall heat transfer with the DSL piston than with the SL piston despite a 1.3% reduction in the piston surface area. Vortex enhancement may not necessarily lead to improved efficiency as more energetic squish-region vortices can lead to higher convective heat transfer losses.
Effect of nozzle orifice geometry on spray, combustion, and emission characteristics under diesel engine conditions.
Diesel engine performance and emissions are strongly coupled with fuel atomization and spray processes, which in turn are strongly influenced by injector flow dynamics. Modern engines employ micro-orifices with different orifice designs. It is critical to characterize the effects of various designs on engine performance and emissions. In this study, a recently developed primary breakup model (KH-ACT), which accounts for the effects of cavitation and turbulence generated inside the injector nozzle is incorporated into a CFD software CONVERGE for comprehensive engine simulations. The effects of orifice geometry on inner nozzle flow, spray, and combustion processes are examined by coupling the injector flow and spray simulations. Results indicate that conicity and hydrogrinding reduce cavitation and turbulence inside the nozzle orifice, which slows down primary breakup, increasing spray penetration, and reducing dispersion. Consequently, with conical and hydroground nozzles, the vaporization rate and fuel air mixing are reduced, and ignition occurs further downstream. The flame lift-off lengths are the highest and lowest for the hydroground and conical nozzles, respectively. This can be related to the rate of fuel injection, which is higher for the hydroground nozzle, leading to richer mixtures and lower flame base speeds. A modified flame index is employed to resolve the flame structure, which indicates a dual combustion mode. For the conical nozzle, the relative role of rich premixed combustion is enhanced and that of diffusion combustion reduced compared to the other two nozzles. In contrast, for the hydroground nozzle, the role of rich premixed combustion is reduced and that of non-premixed combustion is enhanced. Consequently, the amount of soot produced is the highest for the conical nozzle, while the amount of NOx produced is the highest for the hydroground nozzle, indicating the classical tradeoff between them.
Steady-State Calibration of a Diesel Engine in CFD Using a GPU-Based Chemistry Solver
The prospect of analysis-driven pre-calibration of a modern diesel engine is extremely valuable in order to significantly reduce hardware investments and accelerate engine designs compliant with stricter EPA fuel economy regulations. Advanced modeling tools, such as CFD, are often used with the goal of streamlining significant portions of the calibration process. The success of the methodology largely relies on the accuracy of analytical predictions, especially engine-out emissions. However, the effectiveness of CFD simulation tools for in-cylinder engine combustion is often compromised by the complexity, accuracy, and computational overhead of detailed chemical kinetics necessary for combustion calculations. The standard approach has been to use skeletal kinetic mechanisms (~50 species) which consume acceptable computational time but with degraded accuracy.In this work, a comprehensive demonstration and validation of the analytical pre-calibration process is presented for a passenger car diesel engine using CFD simulations with CONVERGE™ and a GPU-based chemical kinetics solver (Zero-RK, developed at Lawrence Livermore National Laboratory) on high performance computing resources to enable the use of detailed kinetic mechanisms. Diesel engine combustion computations have been conducted over 600 operating points spanning in-vehicle speed-load map, using massively parallel ensemble simulation sets on the Titan supercomputer located at the Oak Ridge Leadership Computing Facility. The results with different mesh resolutions have been analyzed to compare differences in combustion and emissions (NO x , Carbon Monoxide CO, Unburned Hydrocarbons UHC, and Smoke) with actual engine measurements. The results show improved agreement in combustion and NO x predictions with a large n-heptane mechanism consisting of 144 species and 900 reactions with refined mesh resolution; however; agreement in CO, UHC and Smoke remain a challenge.
Conversion of Diesel Engines to a Gas and Gas–Diesel Cycle
The conversion of diesel engines to gas and gas–diesel cycles during the production process is analyzed. The requirements for conversion to natural-gas operation are presented. The power, efficiency, and environmental impact of diesel engines, natural-gas engines, and gas–diesel engines are compared.
Mixing-limited Combustion of Alcohol Fuels in a Diesel Engine
Diesel-fueled, heavy-duty engines are critical to global economies, but unfortunately they are currently coupled to the rising price and challenging emissions of Diesel fuel. Public awareness and increasingly stringent emissions standards have made Diesel OEMs consider possible alternatives to Diesel, including electrification, fuel cells, and spark ignition. While these technologies will likely find success in certain market segments, there are still many applications that will continue to require the performance and liquid-fueled simplicity of Diesel-style engines. Three-way catalysis represents a possible low-cost and highly-effective pathway to reducing Diesel emissions, but that aftertreatment system has typically been incompatible with Diesel operation due to the prohibitively high levels of soot formation at the required stoichiometric fuel-air ratios. This paper explores a possible method of integrating three-way catalysis with Diesel-style engine operation. The proposed concept utilizes a high-temperature combustion system-enabled by a combination of thermal insulation, reduced turbocharger aftercooling, and exhaust gas retention-to combust low-cetane “sootless” fuels like ethanol, methanol, and natural gas in a traditional Diesel-style combustion mode (i.e. mixing-limited diffusive combustion, rather than HCCI-like strategies). The proposed concept has demonstrated the ability to meet EPA 2010 soot emissions limits without a particulate filter, while also maintaining a stoichiometric exhaust composition that is compatible with three-way catalysis. Further, the proposed concept can meet, and even exceed, baseline Diesel engine efficiency by combining the high compression ratio Diesel engine design with reduced heat transfer losses. Finally, use of mixing-limited, Diesel-style combustion drastically simplifies combustion phasing, and limits rate of rise. These early results motivate additional work on this concept, further optimizing components for high-temperature operation on alcohol fuels, and integrating the results into a commercial multi-cylinder engine demonstration.
Mapping of exhaust gas recirculation and combustion-residual backflow in the intake ports of a heavy-duty diesel engine using a multiplexed multi-species absorption spectroscopy sensor [Mapping of EGR and combustion residual backflow in the intake ports of a heavy duty diesel engine using a multiplexed multi-species absorption spectroscopy sensor]
Here, the combustion-residual backflow into the intake ports of a commercial diesel engine (Cummins ISX series) was spatiotemporally mapped using a multiplexed multi-species absorption spectroscopy sensor system; the resulting cycle- and cylinder-resolved measurements are applicable for assessing cylinder charge uniformity, control strategies, and computational fluid dynamics tools. On-engine measurements were made using four compact (3/8 in Outside Diameter) stainless steel probes which enabled simultaneous multi-point measurements, required minimal engine hardware modification, and featured a novel tip design for measurement of gas flows parallel to the probe axis. Three sensor probes were used to perform simultaneous backflow measurements in intake runners corresponding to three of the six engine cylinders, and a fourth probe was installed in the intake manifold plenum for tracking dynamics introduced by an external exhaust gas recirculation mixer. Near-crank-angle resolved measurements (5 kHz, that is, 1.2 crank angle resolution at 1000 RPM) were performed during steady-state engine operation at various levels of external exhaust gas recirculation to measure the gas properties and penetration distance of the backflow into the intake runners on a cylinder- and cycle-basis. Validation of computational fluid dynamics model results is also presented to demonstrate the utility of such measurements in advancing engine research.
Testing Ceramics for Diesel Engines
Adaptation of diesel engine allows prestressed ceramic materials evaluated under realistic pressure, temperature, and stress without introducing extraneous stress. Ceramic specimen part of prechamber of research engine. Specimen held in place by clamp, introduces required axial compressive stress. Specimen -- cylindrical shell -- surrounded by chamber vented or pressurized to introduce requisite radial stress in ceramic. Pressure chamber also serves as safety shield in case speimen disintegrates. Materials under consideration as cylinder liners for diesel engines.
Bowl geometry effects on turbulent flow structure in a direct injection diesel engine.
Abstract not provided.
Detailed Modeling and Simulation of High-Pressure Fuel Injection Processes in Diesel Engines.
Abstract not provided.
The Fundamental Principles of High-speed Semi-diesel Engines. Part I: a General Discussion of the Subject of Fuel Injection in Diesel Engines and Detailed Descriptions of Many Types of Injection Nozzles
Three questions relating to the technical progress in the utilization of heavy oils are discussed. The first question considers solid injection in high-speed automobile engines, the second concerns the development of the hot-bulb engine, and the third question relates to the need for a more thorough investigation of the processes on which the formatation of combustible, rapidly-burning mixtures depend.
Ducted Fuel Injection and Cooled Spray Technologies for Particulate Control in Heavy-Duty Diesel Engines
Heavy-Duty diesel engine manufacturers are continuously in pursuit of simple and low-cost technologies that can reduce emissions. Ducted fuel injection (DFI) and Cooled Spray (CS) technologies are two technologies that continue to show promise for significant particulate emissions reductions. These technologies represent a breakthrough in diesel engine combustion from the potential of nearly sootless diesel combustion. This can provide a significant decrease in harmful PM emissions and may enable further system optimization for reduced NOx emissions and increased efficiency. Combustion vessel experiments and engine demonstrations at Sandia, together with the large bore engine tests performed by Wabtec show that this technology may be applicable to heavy duty diesel engines across a wide range of engine sizes and speeds representing the majority of off-road diesel engines. However, very little is known about the ideal geometry, scaling properties or effectiveness of these technologies over the engine operating map. This project will address those uncertainties through a series of experiments performed in an optical and a metal single-cylinder engine.
Ignition points and combustion reactions in Diesel engines. Part II
Ignition point measurement and ignition point test equipment is examined.
Experimental and Numerical Studies of Bowl Geometry Impacts on Thermal Efficiency in a Light-Duty Diesel Engine.
Abstract not provided.
Lightweight, low compression aircraft diesel engine
The feasibility of converting a spark ignition aircraft engine to the diesel cycle was investigated. Procedures necessary for converting a single cylinder GTS10-520 are described as well as a single cylinder diesel engine test program. The modification of the engine for the hot port cooling concept is discussed. A digital computer graphics simulation of a twin engine aircraft incorporating the diesel engine and Hot Fort concept is presented showing some potential gains in aircraft performance. Sample results of the computer program used in the simulation are included.
Identification and quantification analysis of nonlinear dynamics properties of combustion instability in a diesel engine
The cycling combustion instabilities in a diesel engine have been analyzed based on chaos theory. The objective was to investigate the dynamical characteristics of combustion in diesel engine. In this study, experiments were performed under the entire operating range of a diesel engine (the engine speed was changed from 600 to 1400 rpm and the engine load rate was from 0% to 100%), and acquired real-time series of in-cylinder combustion pressure using a piezoelectric transducer installed on the cylinder head. Several methods were applied to identify and quantitatively analyze the combustion process complexity in the diesel engine including delay-coordinate embedding, recurrence plot (RP), Recurrence Quantification Analysis, correlation dimension (CD), and the largest Lyapunov exponent (LLE) estimation. The results show that the combustion process exhibits some determinism. If LLE is positive, then the combustion system has a fractal dimension and CD is no more than 1.6 and within the diesel engine operating range. We have concluded that the combustion system of diesel engine is a low-dimensional chaotic system and the maximum values of CD and LLE occur at the lowest engine speed and load. This means that combustion system is more complex and sensitive to initial conditions and that poor combustion quality leads to the decrease of fuel economy and the increase of exhaust emissions.
Thermal barrier coatings application in diesel engines
Commercial use of thermal barrier coatings in diesel engines began in the mid 70's by Dr. Ingard Kvernes at the Central Institute for Industrial Research in Oslo, Norway. Dr. Kvernes attributed attack on diesel engine valves and piston crowns encountered in marine diesel engines in Norwegian ships as hot-corrosion attributed to a reduced quality of residual fuel. His solution was to coat these components to reduce metal temperature below the threshold of aggressive hot-corrosion and also provide protection. Roy Kamo introduced thermal barrier coatings in his 'Adiabatic Diesel Engine' in the late 70's. Kamo's concept was to eliminate the engine block water cooling system and reduce heat losses. Roy reported significant performance improvements in his thermally insulated engine at the SAE Congress in 1982. Kamo's work stimulates major programs with insulated engines, particularly in Europe. Most of the major diesel engine manufacturers conducted some level of test with insulated combustion chamber components. They initially ran into increased fuel consumption. The German engine consortium had Prof. Woschni of the Technical Institute in Munich. Woschni conducted testing with pistons with air gaps to provide the insulation effects. Woschni indicated the hot walls of the insulated engine created a major increase in heat transfer he refers to as 'convection vive.' Woschni's work was a major factor in the abrupt curtailment of insulated diesel engine work in continental Europe. Ricardo in the UK suggested that combustion should be reoptimized for the hot-wall effects of the insulated combustion chamber and showed under a narrow range of conditions fuel economy could be improved. The Department of Energy has supported thermal barrier coating development for diesel engine applications. In the Clean Diesel - 50 Percent Efficient (CD-50) engine for the year 2000, thermal barrier coatings will be used on piston crowns and possibly other components. The primary purpose of the thermal barrier coatings will be to reduce thermal fatigue as the engine peak cylinder pressure will nearly be doubled. As the coatings result in higher available energy in the exhaust gas, efficiency gains are achieved through use of this energy by turbochargers, turbocompounding or thermoelectric generators.