Pub Date : 2024-04-12DOI: 10.1177/14680874241239098
Hao-Pin Lien, Cooper Welch, Yongxiang Li, Andrea Pati, Max Hasenzahl, Amsini Sadiki, Benjamin Böhm, Christian Hasse
The work presented in this study aims to understand the spray-wall-flow interaction within a gasoline direct-injection (GDI) engine flow bench under simulated early-injection conditions. The Engine Combustion Network (ECN) Spray G injector is installed in the Darmstadt optically accessible engine flow bench. Under simulated early-injection conditions, the formation of a multi-hole spray and the interaction with characteristic intake flows, such as the intake jet and central tumble flow, are extensively discussed. By reducing the complexity in the number of variables inherent in engine flow and whole-engine simulation, an engine flow bench operating under various mass flow rates is applied in this study. The numerical simulation is carried out using Large Eddy Simulation (LES) under the Eulerian-Lagrangian framework for spray simulation. Experimental data, acquired through particle image velocimetry (PIV) measurements, provides 2-D flow fields on both the central tumble and valve planes, facilitating the validation of in-cylinder flow fields. Furthermore, experimental data obtained through Mie scattering is utilized to investigate spray formation and evolution within the GDI engine, providing the liquid penetration length and liquid spray angle. Comparison between the numerical and experimental data demonstrates several agreements. Moreover, the variation of different spray plumes under different mass flow rates is observed in the case of both experimental and numerical data. Increasing the mass flow rate distorts the overall plume shape and shifts it away from the intake port. This phenomenon is examined by extracting the liquid volume fraction and vapor fields of each plume. Spray plumes encounter different convective disturbances and evaporation due to their local characteristic in-cylinder flow. Furthermore, spray-wall-flow interaction and wall film deposits are observed during the injection. Lastly, the influence of the spray-induced turbulence is analyzed under different mass flow rates.
本研究旨在了解汽油直喷（GDI）发动机流动台在模拟早期喷射条件下的喷射壁-流动相互作用。发动机燃烧网络（ECN）Spray G 喷油器安装在达姆施塔特可视发动机流动台上。在模拟早期喷射条件下，对多孔喷雾的形成以及与特征进气流（如进气射流和中心翻滚流）的相互作用进行了广泛讨论。通过减少发动机流动和整机模拟中固有变量数量的复杂性，本研究采用了在各种质量流量下运行的发动机流动台。数值模拟采用欧拉-拉格朗日框架下的大涡流模拟（LES）进行喷雾模拟。通过粒子图像测速仪（PIV）测量获得的实验数据提供了中心翻滚平面和阀门平面上的二维流场，有助于验证气缸内流场。此外，通过米氏散射获得的实验数据用于研究 GDI 发动机内的喷雾形成和演变，提供了液体穿透长度和液体喷雾角度。数值数据和实验数据之间的比较显示出一些一致之处。此外，实验数据和数值数据都观察到了不同质量流量下不同喷雾羽流的变化。质量流量的增加会扭曲整个羽流的形状，并使其偏离进气口。通过提取每个羽流的液体体积分数和蒸汽场，对这一现象进行了研究。喷雾羽流由于其气缸内流动的局部特征，会遇到不同的对流干扰和蒸发。此外，在喷射过程中还观察到了喷雾与壁流的相互作用以及壁膜沉积。最后，分析了不同质量流量下喷雾引起的湍流的影响。
{"title":"Spray formation and spray-wall-flow interaction in a gasoline direct-injection (GDI) engine under early-injection conditions: A flow bench study","authors":"Hao-Pin Lien, Cooper Welch, Yongxiang Li, Andrea Pati, Max Hasenzahl, Amsini Sadiki, Benjamin Böhm, Christian Hasse","doi":"10.1177/14680874241239098","DOIUrl":"https://doi.org/10.1177/14680874241239098","url":null,"abstract":"The work presented in this study aims to understand the spray-wall-flow interaction within a gasoline direct-injection (GDI) engine flow bench under simulated early-injection conditions. The Engine Combustion Network (ECN) Spray G injector is installed in the Darmstadt optically accessible engine flow bench. Under simulated early-injection conditions, the formation of a multi-hole spray and the interaction with characteristic intake flows, such as the intake jet and central tumble flow, are extensively discussed. By reducing the complexity in the number of variables inherent in engine flow and whole-engine simulation, an engine flow bench operating under various mass flow rates is applied in this study. The numerical simulation is carried out using Large Eddy Simulation (LES) under the Eulerian-Lagrangian framework for spray simulation. Experimental data, acquired through particle image velocimetry (PIV) measurements, provides 2-D flow fields on both the central tumble and valve planes, facilitating the validation of in-cylinder flow fields. Furthermore, experimental data obtained through Mie scattering is utilized to investigate spray formation and evolution within the GDI engine, providing the liquid penetration length and liquid spray angle. Comparison between the numerical and experimental data demonstrates several agreements. Moreover, the variation of different spray plumes under different mass flow rates is observed in the case of both experimental and numerical data. Increasing the mass flow rate distorts the overall plume shape and shifts it away from the intake port. This phenomenon is examined by extracting the liquid volume fraction and vapor fields of each plume. Spray plumes encounter different convective disturbances and evaporation due to their local characteristic in-cylinder flow. Furthermore, spray-wall-flow interaction and wall film deposits are observed during the injection. Lastly, the influence of the spray-induced turbulence is analyzed under different mass flow rates.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"36 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-04-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140584373","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-04-11DOI: 10.1177/14680874241235694
Markus Mühlthaler, Maximilian Prager, Malte Jaensch
In this study, a fully optically accessible single-cylinder research engine is the basis for the visualization and generation of extensive knowledge about the in-cylinder processes of mixture formation, ignition, and combustion of alternative fuels for the dual-fuel combustion process. POMDME substitutes the fossil pilot fuel as a drop-in, non-sooting alternative to widely eliminate the NOx-PM tradeoff. Furthermore, an optimized ignition behavior, increased degrees of freedom in combustion phasing, and the pilot’s energy content are expected. The flame luminosity transmitted via an optical piston was split in the optical path to record the natural flame luminosity simultaneously with an RGB high-speed camera. The second channel consisted of OH chemiluminescence recording, isolated by a bandpass filter via an intensified monochrome high-speed camera. To investigate the combustion process spectrally, spatially, and temporally resolved in more detail, selected operating points were re-recorded via a high-speed imaging spectrograph. POMDME is benchmarked against regular diesel oil, according to EN590. Synthetic natural gas is applied as the primary gaseous fuel. Experimental sweeps along the overall pilot’s energy content (2%, 5%, 10%), injection pressure (500–1600 bar), and start of energizing (5–55 CAD bFTDC) are carried out. The given conditions result in decreased liquid-penetration length between 25% and 30% for the oxygenate, larger for earlier SOE and higher dilution. The lift-off length is nearer the liquid penetration length, increasing for higher rail pressures. The light-based ignition delay for EN590 is enlarged by 0.8 CAD after adding methane, while the oxygenate is not visibly retarded. Without methane, the oxygenate preceded EN590 by 0.6 CAD. The temporal and spatial position and extent of premixed, diffusive, and OH*, change significantly. RCCI operation at practically relevant 18.4 bar IMEP is demonstrated, highlighting the influence of the start of energizing variation with 51% decreased burn duration in the first half of combustion.
{"title":"Optical study on a heavy-duty natural gas dual-fuel engine applying POMDME as pilot fuel","authors":"Markus Mühlthaler, Maximilian Prager, Malte Jaensch","doi":"10.1177/14680874241235694","DOIUrl":"https://doi.org/10.1177/14680874241235694","url":null,"abstract":"In this study, a fully optically accessible single-cylinder research engine is the basis for the visualization and generation of extensive knowledge about the in-cylinder processes of mixture formation, ignition, and combustion of alternative fuels for the dual-fuel combustion process. POMDME substitutes the fossil pilot fuel as a drop-in, non-sooting alternative to widely eliminate the NOx-PM tradeoff. Furthermore, an optimized ignition behavior, increased degrees of freedom in combustion phasing, and the pilot’s energy content are expected. The flame luminosity transmitted via an optical piston was split in the optical path to record the natural flame luminosity simultaneously with an RGB high-speed camera. The second channel consisted of OH chemiluminescence recording, isolated by a bandpass filter via an intensified monochrome high-speed camera. To investigate the combustion process spectrally, spatially, and temporally resolved in more detail, selected operating points were re-recorded via a high-speed imaging spectrograph. POMDME is benchmarked against regular diesel oil, according to EN590. Synthetic natural gas is applied as the primary gaseous fuel. Experimental sweeps along the overall pilot’s energy content (2%, 5%, 10%), injection pressure (500–1600 bar), and start of energizing (5–55 CAD bFTDC) are carried out. The given conditions result in decreased liquid-penetration length between 25% and 30% for the oxygenate, larger for earlier SOE and higher dilution. The lift-off length is nearer the liquid penetration length, increasing for higher rail pressures. The light-based ignition delay for EN590 is enlarged by 0.8 CAD after adding methane, while the oxygenate is not visibly retarded. Without methane, the oxygenate preceded EN590 by 0.6 CAD. The temporal and spatial position and extent of premixed, diffusive, and OH*, change significantly. RCCI operation at practically relevant 18.4 bar IMEP is demonstrated, highlighting the influence of the start of energizing variation with 51% decreased burn duration in the first half of combustion.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"59 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-04-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140583971","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-04-09DOI: 10.1177/14680874241237143
Siddharth Gopujkar, Richard Davis, Jeremy Worm, William Hansley, Joel Duncan
The measurement of in-cylinder heat transfer can be a valuable diagnostic tool for quantifying and improving IC engine performance. Increased heat transfer out of the combustion chamber negatively impacts overall efficiency, while heat transfer from the metal to the charge can increase knock propensity. The heat flux at various locations in an engine cylinder can be measured using heat flux probes consisting of two thermocouples – a surface thermocouple exposed to the changing in-cylinder temperatures, and a far field thermocouple which has a constant temperature at steady state operating conditions. The buildup of carbon deposits on the surface thermocouple can affect the heat flux measurements and lead to errors in the data. Heat flux measurements were performed on a proprietary single-cylinder research engine with instrumented heat flux probes in the cylinder head and cylinder liner. The engine was run rich with a high PMI fuel to expedite the buildup of carbon deposits. A metric was developed based on the output of the surface thermocouple to determine the cleanliness of the heat flux probes non-intrusively. Heat flux calculations were done using the FFT method and validated using the Cook-Felderman method. An uncertainty analysis was conducted on the heat flux data to verify that the negative heat flux observed was not due to errors in the distance between the two thermocouples or the measurement of temperature. Finally, to bolster confidence in the results, heat flux measurements were made for motoring conditions with varying coolant and intake air temperatures to gauge whether the trends in the output were in the expected direction.
{"title":"Methods and metrics to assess the accuracy of heat flux data from a spark ignition IC engine","authors":"Siddharth Gopujkar, Richard Davis, Jeremy Worm, William Hansley, Joel Duncan","doi":"10.1177/14680874241237143","DOIUrl":"https://doi.org/10.1177/14680874241237143","url":null,"abstract":"The measurement of in-cylinder heat transfer can be a valuable diagnostic tool for quantifying and improving IC engine performance. Increased heat transfer out of the combustion chamber negatively impacts overall efficiency, while heat transfer from the metal to the charge can increase knock propensity. The heat flux at various locations in an engine cylinder can be measured using heat flux probes consisting of two thermocouples – a surface thermocouple exposed to the changing in-cylinder temperatures, and a far field thermocouple which has a constant temperature at steady state operating conditions. The buildup of carbon deposits on the surface thermocouple can affect the heat flux measurements and lead to errors in the data. Heat flux measurements were performed on a proprietary single-cylinder research engine with instrumented heat flux probes in the cylinder head and cylinder liner. The engine was run rich with a high PMI fuel to expedite the buildup of carbon deposits. A metric was developed based on the output of the surface thermocouple to determine the cleanliness of the heat flux probes non-intrusively. Heat flux calculations were done using the FFT method and validated using the Cook-Felderman method. An uncertainty analysis was conducted on the heat flux data to verify that the negative heat flux observed was not due to errors in the distance between the two thermocouples or the measurement of temperature. Finally, to bolster confidence in the results, heat flux measurements were made for motoring conditions with varying coolant and intake air temperatures to gauge whether the trends in the output were in the expected direction.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"9 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-04-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140583967","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-04-06DOI: 10.1177/14680874241241364
Corey Gamache, Michiel Van Nieuwstadt, Jason Martz, Guoming Zhu
Turbocharged diesel engines often suffer significant response delay due to so-called turbo-lag, especially engines with large displacement. For this reason, many technologies have been developed to reduce turbo-lag. This paper develops a coordinated control strategy for a diesel engine equipped with an eBoost (electrical compressor) system to significantly reduce turbo-lag. A multiple-input and multiple-output (MIMO) Linear Quadratic Tracking with Integral (LQTI) control strategy, along with its scheduling logic, is developed for the Ford 6.7 L 8-cylinder diesel engine equipped with a variable geometry turbocharger (VGT), exhaust gas recirculation (EGR), and added eBoost along with a bypass valve. Note that the existing production engine does not have an eBoost and bypass valve. Multiple model-based LQTI controllers were designed at different engine operational conditions based on the associated linearized models, and the control outputs are scheduled based upon the engine load condition and bypass valve position. The developed control strategy is validated in both simulation and experimental studies, and the test results show a reduction in engine response time by up to 81.36% in terms of reaching target intake manifold (boost) pressure following a load step-up, compared with the production configuration (without eBoost and bypass valve) with no significant impact on NOx emissions.
{"title":"LQTI boost pressure and EGR rate control of a diesel air charge system with eBoost assistance","authors":"Corey Gamache, Michiel Van Nieuwstadt, Jason Martz, Guoming Zhu","doi":"10.1177/14680874241241364","DOIUrl":"https://doi.org/10.1177/14680874241241364","url":null,"abstract":"Turbocharged diesel engines often suffer significant response delay due to so-called turbo-lag, especially engines with large displacement. For this reason, many technologies have been developed to reduce turbo-lag. This paper develops a coordinated control strategy for a diesel engine equipped with an eBoost (electrical compressor) system to significantly reduce turbo-lag. A multiple-input and multiple-output (MIMO) Linear Quadratic Tracking with Integral (LQTI) control strategy, along with its scheduling logic, is developed for the Ford 6.7 L 8-cylinder diesel engine equipped with a variable geometry turbocharger (VGT), exhaust gas recirculation (EGR), and added eBoost along with a bypass valve. Note that the existing production engine does not have an eBoost and bypass valve. Multiple model-based LQTI controllers were designed at different engine operational conditions based on the associated linearized models, and the control outputs are scheduled based upon the engine load condition and bypass valve position. The developed control strategy is validated in both simulation and experimental studies, and the test results show a reduction in engine response time by up to 81.36% in terms of reaching target intake manifold (boost) pressure following a load step-up, compared with the production configuration (without eBoost and bypass valve) with no significant impact on NOx emissions.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"4 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140583968","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-04-06DOI: 10.1177/14680874241239430
Hoang Dung Nguyen, Kalyan Kuppa, Sabine Dohrmann, Benjamin Korb, Friedrich Dinkelacker
A numerical model is developed to predict the combustion processes in large-bore gas engines featuring prechamber ignition systems and being coupled with Computational Fluid Dynamics (CFD). The proposed combustion model is based on the simultaneous modeling of premixed and partially-premixed flames by an extended progress variable approach. By introducing an additional fuel scalar to track the externally injected fuel of the scavenged prechamber and depending on a gradient criteria of the fuel scalar, regions of locally premixed or partially-premixed state can be differentiated. The reaction rate for premixed combustion is described through a turbulent flame speed closure approach, whereas the partially-premixed combustion is described by a pre-tabulated flamelet chemistry approach. For the validation of the combustion model and its performance in the different flame propagation phases, that is, prechamber flame ignition and main-chamber flame propagation, experimental data of two large-bore gas engines with different operating conditions, prechamber configurations and engine geometries are taken into account. A good agreement of the simulations with the experimental results is shown for the variety of operating conditions and engine configurations. The developed combustion model is able to predict the combustion process in the prechamber as well as the ignition of the main chamber charge by means of the protruding flame jets through the prechamber nozzles. The prechamber ignition system accelerates the early flame phase and hence shortens the burning duration due to the deep-penetrating and turbulence-inducing flame jets in comparison to a conventional spark plug engine.
{"title":"Numerical modeling of combustion in gas engines with prechamber ignition","authors":"Hoang Dung Nguyen, Kalyan Kuppa, Sabine Dohrmann, Benjamin Korb, Friedrich Dinkelacker","doi":"10.1177/14680874241239430","DOIUrl":"https://doi.org/10.1177/14680874241239430","url":null,"abstract":"A numerical model is developed to predict the combustion processes in large-bore gas engines featuring prechamber ignition systems and being coupled with Computational Fluid Dynamics (CFD). The proposed combustion model is based on the simultaneous modeling of premixed and partially-premixed flames by an extended progress variable approach. By introducing an additional fuel scalar to track the externally injected fuel of the scavenged prechamber and depending on a gradient criteria of the fuel scalar, regions of locally premixed or partially-premixed state can be differentiated. The reaction rate for premixed combustion is described through a turbulent flame speed closure approach, whereas the partially-premixed combustion is described by a pre-tabulated flamelet chemistry approach. For the validation of the combustion model and its performance in the different flame propagation phases, that is, prechamber flame ignition and main-chamber flame propagation, experimental data of two large-bore gas engines with different operating conditions, prechamber configurations and engine geometries are taken into account. A good agreement of the simulations with the experimental results is shown for the variety of operating conditions and engine configurations. The developed combustion model is able to predict the combustion process in the prechamber as well as the ignition of the main chamber charge by means of the protruding flame jets through the prechamber nozzles. The prechamber ignition system accelerates the early flame phase and hence shortens the burning duration due to the deep-penetrating and turbulence-inducing flame jets in comparison to a conventional spark plug engine.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"1 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-04-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140584026","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The compressor volume flow rate model determines the mass flowing into the diesel engine in simulation. It is a key component model that affects the accuracy of the overall performance of the diesel engine. At present, there is a lack of an accurate and easy-to-use compressor volume flow rate model. To solve this, the stagnation enthalpy-based compressor volume flow rate model (SP model) is proposed. The SP model is compared with an improved version of the famous empirical JENSEN model, M-JENSEN (MJ), and physics-based KS model. The proposed SP model only requires the stagnation pressure to be determined. The empirical M-JENSEN model needs a compressor map to optimize its six parameters. The physics-based KS model requires specific work to be determined. The SP model needs the least measured data and is easy to be identified. Models’ accuracy comparison on ABB A270 shows that the proposed SP model can generate the compressor map with RMSE of about 1.1m3/s and mean relative error (MRE) of about 6.9%. The rated volume flow rate of ABB A270 is about 20m3/s. While the RMSE and MRE of MJ model are about 0.6m3/s and 3.1% respectively. And they are about 3.0m3/s and 17.4% for KS model. When the model’s accuracy is compared to MAN TCA88, SP model shows slightly better performance than its performance on ABB A270. The rated volume flow rate of MAN TCA88 is about 60m3/s. The values of RMSE of SP model, MJ model, and KS model are 3.2m3/s, 2.2m3/s, 10.3m3/s respectively. Their MREs are 6.73%, 4.45%, and 17.8% respectively. In terms of these results, it can be concluded that our proposed SP model needs the least data, easy to code, and has excellent performance. It is one of the best compressor mass flow rate models so far in real-time diesel simulation.
{"title":"A novel marine turbocharger compressor volume flow rate model based on stagnation enthalpy theory","authors":"Yuanyuan Tang, Yu Xia, Jundong Zhang, Baozhu Jia, Wenwei Liang","doi":"10.1177/14680874241238484","DOIUrl":"https://doi.org/10.1177/14680874241238484","url":null,"abstract":"The compressor volume flow rate model determines the mass flowing into the diesel engine in simulation. It is a key component model that affects the accuracy of the overall performance of the diesel engine. At present, there is a lack of an accurate and easy-to-use compressor volume flow rate model. To solve this, the stagnation enthalpy-based compressor volume flow rate model (SP model) is proposed. The SP model is compared with an improved version of the famous empirical JENSEN model, M-JENSEN (MJ), and physics-based KS model. The proposed SP model only requires the stagnation pressure to be determined. The empirical M-JENSEN model needs a compressor map to optimize its six parameters. The physics-based KS model requires specific work to be determined. The SP model needs the least measured data and is easy to be identified. Models’ accuracy comparison on ABB A270 shows that the proposed SP model can generate the compressor map with RMSE of about 1.1m<jats:sup>3</jats:sup>/s and mean relative error (MRE) of about 6.9%. The rated volume flow rate of ABB A270 is about 20m<jats:sup>3</jats:sup>/s. While the RMSE and MRE of MJ model are about 0.6m<jats:sup>3</jats:sup>/s and 3.1% respectively. And they are about 3.0m<jats:sup>3</jats:sup>/s and 17.4% for KS model. When the model’s accuracy is compared to MAN TCA88, SP model shows slightly better performance than its performance on ABB A270. The rated volume flow rate of MAN TCA88 is about 60m<jats:sup>3</jats:sup>/s. The values of RMSE of SP model, MJ model, and KS model are 3.2m<jats:sup>3</jats:sup>/s, 2.2m<jats:sup>3</jats:sup>/s, 10.3m<jats:sup>3</jats:sup>/s respectively. Their MREs are 6.73%, 4.45%, and 17.8% respectively. In terms of these results, it can be concluded that our proposed SP model needs the least data, easy to code, and has excellent performance. It is one of the best compressor mass flow rate models so far in real-time diesel simulation.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"234 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-03-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140324708","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-27DOI: 10.1177/14680874241239479
Ducduy Nguyen, James WG Turner
Global warming is a major environmental issue caused by the release of greenhouse gases, such as carbon dioxide into the atmosphere. Light-duty vehicles (LDVs) including passenger cars and light-duty trucks, are a significant contributor to greenhouse gas emissions. The transportation sector is responsible for approximately 23% of global CO2 emissions, with LDVs accounting for a substantial portion of these emissions. This paper aims to investigate the feasibility of zero-carbon fuels with focus on hydrogen and ammonia in spark ignition internal combustion engines for light-duty vehicles. With the increasing demand for sustainable and carbon-free mobility, alternative fuels such as hydrogen and ammonia are gaining attention as potential solutions. The properties and characteristics of these fuels and their potential for utilising them as a fuel in internal combustion engines are also reviewed. Current challenges and opportunities associated with the use of these fuels, including production, storage, and distribution, will be discussed. While there are still technical and infrastructural challenges that need to be addressed, hydrogen and ammonia have the potential to provide clean and efficient energy sources for light-duty vehicles. The development of these fuels, along with advancements in internal combustion engine technology, can help pave the way towards a carbon-free future for mobility.
{"title":"Towards carbon-free mobility: The feasibility of hydrogen and ammonia as zero carbon fuels in spark ignition light-duty vehicles","authors":"Ducduy Nguyen, James WG Turner","doi":"10.1177/14680874241239479","DOIUrl":"https://doi.org/10.1177/14680874241239479","url":null,"abstract":"Global warming is a major environmental issue caused by the release of greenhouse gases, such as carbon dioxide into the atmosphere. Light-duty vehicles (LDVs) including passenger cars and light-duty trucks, are a significant contributor to greenhouse gas emissions. The transportation sector is responsible for approximately 23% of global CO<jats:sub>2</jats:sub> emissions, with LDVs accounting for a substantial portion of these emissions. This paper aims to investigate the feasibility of zero-carbon fuels with focus on hydrogen and ammonia in spark ignition internal combustion engines for light-duty vehicles. With the increasing demand for sustainable and carbon-free mobility, alternative fuels such as hydrogen and ammonia are gaining attention as potential solutions. The properties and characteristics of these fuels and their potential for utilising them as a fuel in internal combustion engines are also reviewed. Current challenges and opportunities associated with the use of these fuels, including production, storage, and distribution, will be discussed. While there are still technical and infrastructural challenges that need to be addressed, hydrogen and ammonia have the potential to provide clean and efficient energy sources for light-duty vehicles. The development of these fuels, along with advancements in internal combustion engine technology, can help pave the way towards a carbon-free future for mobility.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"6 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-03-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140315857","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-27DOI: 10.1177/14680874241240193
Xiao Han, Dai Liu, Long Liu, Shiyi Fu
The complex in-cylinder gas state and flow significantly affect fuel-air mixture, combustion efficiency and emissions. However, the scavenging CFD model of large bore marine engines in digital twin system requires substantial computational resources. Therefore, a fast-run phenomenological model of the scavenging process is built in this study. The model simulates the thermal states and flow dynamics of inlet and exhaust gas based on the energy and momentum conservation principles, considering the ideal in-cylinder swirl velocity profile with effects of air mass loss, wall friction, and swirl shear. The model’s accuracy is confirmed by comparing it with CFD simulations on different engines, showing an average relative error less than 3.5%. It also analyzes the impacts of intake pressure. The model provides accurate boundary conditions for subsequent fuel spray, combustion, and emission simulations and can be combined with these models in the future, thereby applied to engine design, diagnostics, and control.
{"title":"Research on Scavenging Flow Dynamics of Marine Two-Stroke Engines With a CFD-Derived Quasi-Dimensional Model","authors":"Xiao Han, Dai Liu, Long Liu, Shiyi Fu","doi":"10.1177/14680874241240193","DOIUrl":"https://doi.org/10.1177/14680874241240193","url":null,"abstract":"The complex in-cylinder gas state and flow significantly affect fuel-air mixture, combustion efficiency and emissions. However, the scavenging CFD model of large bore marine engines in digital twin system requires substantial computational resources. Therefore, a fast-run phenomenological model of the scavenging process is built in this study. The model simulates the thermal states and flow dynamics of inlet and exhaust gas based on the energy and momentum conservation principles, considering the ideal in-cylinder swirl velocity profile with effects of air mass loss, wall friction, and swirl shear. The model’s accuracy is confirmed by comparing it with CFD simulations on different engines, showing an average relative error less than 3.5%. It also analyzes the impacts of intake pressure. The model provides accurate boundary conditions for subsequent fuel spray, combustion, and emission simulations and can be combined with these models in the future, thereby applied to engine design, diagnostics, and control.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"14 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-03-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140316190","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-26DOI: 10.1177/14680874241233218
Weiqi Ding, Renjie Deng, Jun Deng, Chenxu Wang, Liguang Li
Argon power cycle hydrogen engine is a novel approach to increasing the thermal efficiency of hydrogen engines while achieving zero CO2 emissions. This paper presents a combination of experiments and simulations used to examine the effects of hydrogen direct injection on the combustion characteristics and thermal efficiency of argon power cycle engines. The results of the study indicate that, in comparison to port hydrogen injection, hydrogen direct injection produces a delay of CA50 exceeding 12.36°CA at an engine speed of 1000 r/min. This delay optimizes combustion and diminishes knock intensity to below 0.1 MPa by creating a stratified mixture, which in turn decelerates the combustion rate. Through adjusting hydrogen direct injection timing and incorporating super lean combustion, a maximum gross indicated thermal efficiency of 53.72% is achieved. By optimizing the first injection timing, the second injection timing, and the second injection ratio, dual hydrogen direct injection can significantly suppress knock and increase thermal efficiency compared with original single hydrogen injection conditions.
{"title":"Combustion characteristics optimization and thermal efficiency enhancement by stratified charge of hydrogen direct injection for argon power cycle hydrogen engine","authors":"Weiqi Ding, Renjie Deng, Jun Deng, Chenxu Wang, Liguang Li","doi":"10.1177/14680874241233218","DOIUrl":"https://doi.org/10.1177/14680874241233218","url":null,"abstract":"Argon power cycle hydrogen engine is a novel approach to increasing the thermal efficiency of hydrogen engines while achieving zero CO<jats:sub>2</jats:sub> emissions. This paper presents a combination of experiments and simulations used to examine the effects of hydrogen direct injection on the combustion characteristics and thermal efficiency of argon power cycle engines. The results of the study indicate that, in comparison to port hydrogen injection, hydrogen direct injection produces a delay of CA50 exceeding 12.36°CA at an engine speed of 1000 r/min. This delay optimizes combustion and diminishes knock intensity to below 0.1 MPa by creating a stratified mixture, which in turn decelerates the combustion rate. Through adjusting hydrogen direct injection timing and incorporating super lean combustion, a maximum gross indicated thermal efficiency of 53.72% is achieved. By optimizing the first injection timing, the second injection timing, and the second injection ratio, dual hydrogen direct injection can significantly suppress knock and increase thermal efficiency compared with original single hydrogen injection conditions.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"72 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-03-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140316191","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-20DOI: 10.1177/14680874241238497
Jianjiao Jin, Qiusheng Ru, Chenyun Zhang
The operation mode of an asymmetric twin-scroll turbine is significantly different from that of a steady state under exhaust pulse feeding conditions, which leads to a more complex matching between a turbine with an engine. In this paper, It was first studied that the matching effect of the flow area ratio of asymmetric twin-scroll to turbine wheel on the pulse energy distribution of asymmetric twin-scroll turbocharged engines. Firstly, It was compared that the deviation between turbine average efficiency on time average testing results and turbine cycle average efficiency based high frequency test results under the background of pulse energy distribution in the scheduling of asymmetric twin-scroll turbocharged engines, as well as a matching method based on pulse energy weight distribution was proposed. Furthermore, the impact of the flow area ratio of scrolls to turbine on matching was studied to further optimize turbine matching. Finally, the optimal and original turbines were tested on the engine to further demonstrate the accuracy and rationality of the results. The results showed that the turbine cycle-average efficiency and the engine fuel economy were improved by about 2%–4% and 0.8%, respectively at the middle and high speeds region of the engine with maintaining equivalent NOx emissions.
{"title":"Effect of flow area ratio of scrolls to turbine on matching of exhaust pulse energy distribution of an asymmetric twin-scroll turbocharging heavy-duty diesel engine","authors":"Jianjiao Jin, Qiusheng Ru, Chenyun Zhang","doi":"10.1177/14680874241238497","DOIUrl":"https://doi.org/10.1177/14680874241238497","url":null,"abstract":"The operation mode of an asymmetric twin-scroll turbine is significantly different from that of a steady state under exhaust pulse feeding conditions, which leads to a more complex matching between a turbine with an engine. In this paper, It was first studied that the matching effect of the flow area ratio of asymmetric twin-scroll to turbine wheel on the pulse energy distribution of asymmetric twin-scroll turbocharged engines. Firstly, It was compared that the deviation between turbine average efficiency on time average testing results and turbine cycle average efficiency based high frequency test results under the background of pulse energy distribution in the scheduling of asymmetric twin-scroll turbocharged engines, as well as a matching method based on pulse energy weight distribution was proposed. Furthermore, the impact of the flow area ratio of scrolls to turbine on matching was studied to further optimize turbine matching. Finally, the optimal and original turbines were tested on the engine to further demonstrate the accuracy and rationality of the results. The results showed that the turbine cycle-average efficiency and the engine fuel economy were improved by about 2%–4% and 0.8%, respectively at the middle and high speeds region of the engine with maintaining equivalent NOx emissions.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"27 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-03-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140197244","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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