Numerical Investigation of Fuel Effects on Soot Emissions at Heavy-Duty Diesel Engine Conditions

2018 ◽  
Author(s):  
Meng Tang ◽  
Yuanjiang Pei ◽  
Yu Zhang ◽  
Michael Traver ◽  
David Cleary ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Turbulence Model ◽  
Soot Formation ◽  
Heavy Duty ◽  
Cfd Simulations ◽  
Heavy Duty Diesel Engine ◽  
Soot Emissions ◽  
Heavy Duty Diesel ◽  
Lift Off ◽  
Soot Model

Gasoline compression ignition (GCI) engine technology has shown the potential to achieve high fuel efficiency with low criteria pollutant emissions. In order to guide the design and optimization of GCI combustion, it is essential to develop high-fidelity simulation tools. Building on the previous work in computational fluid dynamic (CFD) simulations of spray combustion, this work focuses on predicting the soot emissions in a constant-volume vessel representative of heavy-duty diesel engine applications for an ultra-low sulfur diesel (ULSD) and a high reactivity (Research Octane Number 60) gasoline, and comparing the soot evolution characteristics of the two fuels. Simulations were conducted using both Reynolds Averaged Navier-Stokes (RANS) and Large Eddy Simulation (LES) turbulence models. Extensive model validations were performed against the experimental soot emissions data for both fuels. It was found that the simulation results using the LES turbulence model agreed better with the measured ignition delays and liftoff lengths than the RANS turbulence model. In addition, two soot models were evaluated in the current study, including an empirical two-step soot formation and oxidation model, and a detailed soot model that involves poly-aromatic hydrocarbon (PAH) chemistry. Validations showed that the separation of the flame lift-off location and the soot lift-off location and the relative natural luminosity signals were better predicted by the detailed soot model combined with the LES turbulence model. Qualitative comparisons of simulated local soot concentration distributions against experimental measurements in the literature confirmed the model’s performance. CFD simulations showed that the transition of domination from soot formation to soot oxidation was fuel-dependent, and the two fuels exhibited different temporal and spatial characteristics of soot emissions. CFD simulations also confirmed the lower sooting propensity of gasoline compared to ULSD under all investigated conditions.

Lift-Off Length in an Optical Heavy-Duty Diesel Engine: Effects of Swirl and Jet-Jet Interactions

2015 ◽  
Vol 8 (5) ◽  
pp. 2188-2198 ◽  
Author(s):  
Guillaume Lequien ◽  
Zheming Li ◽  
Oivind Andersson ◽  
Mattias Richter
Keyword(s):  
Diesel Engine ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Lift Off ◽  
Jet Interactions

Lift-Off Length in an Optical Heavy-Duty Diesel Engine

2015 ◽  
Vol 8 (2) ◽  
pp. 635-646 ◽  
Author(s):  
Guillaume Lequien ◽  
Zheming Li ◽  
Oivind Andersson ◽  
Mattias Richter
Keyword(s):  
Diesel Engine ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Lift Off

The soot handling ability requirements and how to solve soot related viscosity increases of heavy duty diesel engine oil

2017 ◽  
Vol 69 (5) ◽  
pp. 683-689 ◽  
Author(s):  
Zhongping Tang ◽  
Zhengwen Feng ◽  
Peng Jin ◽  
Xisheng Fu ◽  
Hua Chen
Keyword(s):  
Diesel Engine ◽  
Soot Formation ◽  
Screening Method ◽  
Research Work ◽  
Engine Oil ◽  
Heavy Duty ◽  
Content Type ◽  
Viscosity Increase ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

Purpose The purpose of this paper is to identify the feature of soot in diesel engine oil and provide a method to stably disperse these soots using effect additives which is benefical for lubricants to pass related engine tests. Design/methodology/approach This paper designed experiments to investigate the dispersant type, treat level and different dispersant interactions which influence on lubricant soot-related viscosity increase. The research work developed an effective dispersant package which can well solve the soot-related viscosity increase, allowing pass Mack T-11 and Mack T-8 engine tests and demonstrated the helpfulness of using a quickly screening method developed by a steel piston diesel engine CA 6DL2-35. Findings The effect of dispersant treat level on the viscosity increase of the oil samples was negligible. Dispersant booster can effectively improve the soot handling ability of heavy-duty diesel engine oils (HDDEO), and the appropriate treat level of dispersant booster can help HDDEO pass Mack T-8 and Mack T-11 engine tests. Practical implications The test results are useful for formulators to select the appropriate dispersants or dispersant booster to develop the HDDEO packages which can meet the modern diesel engine lubrication requirements. Originality/value Most previous studies in this field were carried out on soot formation mechanism and soot-related wear rather than how to solve the soot-related viscosity increasing of HDDEO. This paper describes the soot dispersing requirements of different HDDEO specifications and developed an effective dispersant package which can well deal with Mack T-11 and Mack T-8E standard engine tests soot handling ability requirements.

Flame lift-off length and soot production of oxygenated fuels in relation with ignition delay in a DI heavy-duty diesel engine

2011 ◽  
Vol 158 (3) ◽  
pp. 525-538 ◽  
Author(s):  
A.J. Donkerbroek ◽  
M.D. Boot ◽  
C.C.M. Luijten ◽  
N.J. Dam ◽  
J.J. ter Meulen
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Lift Off ◽  
Oxygenated Fuels

scholarly journals An Improved Phenomenological Soot Formation Submodel for Three-Dimensional Diesel Engine Simulations: Extension to Agglomeration of Particles into Clusters

2008 ◽  
Vol 130 (6) ◽  
Author(s):  
Joan Boulanger ◽  
W. Stuart Neill ◽  
Fengshan Liu ◽  
Gregory J. Smallwood
Keyword(s):  
Experimental Data ◽  
Diesel Engine ◽  
Oxidation Process ◽  
Soot Formation ◽  
Three Dimensional ◽  
Soot Oxidation ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Agglomeration Effects ◽  
Heavy Duty Diesel

An extension to a phenomenological submodel for soot formation to include soot agglomeration effects is developed. The improved submodel was incorporated into a commercial computational fluid dynamics code and was used to investigate soot formation in a heavy-duty diesel engine. The results of the numerical simulation show that the soot oxidation process is reduced close to the combustion chamber walls, due to heat loss, such that larger soot particles and clusters are predicted in an annular volume at the end of the combustion cycle. These results are consistent with available in-cylinder experimental data and suggest that the cylinder of a diesel engine must be split into several volumes, each of them with a different role regarding soot formation.

Fuel Property Effects on PCCI Combustion in a Heavy-Duty Diesel Engine

2012 ◽  
Vol 134 (5) ◽  
Author(s):  
Cosmin E. Dumitrescu ◽  
W. Stuart Neill ◽  
Hongsheng Guo ◽  
Vahid Hosseini ◽  
Wallace L. Chippior
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Cetane Number ◽  
Injection System ◽  
Injection Timing ◽  
Heavy Duty ◽  
Fuel Property ◽  
Heavy Duty Diesel Engine ◽  
Soot Emissions ◽  
Heavy Duty Diesel

An experimental study was performed to investigate fuel property effects on premixed charge compression ignition (PCCI) combustion in a heavy-duty diesel engine. A matrix of research diesel fuels designed by the Coordinating Research Council, referred to as the Fuels for Advanced Combustion Engines (FACE), was used. The fuel matrix design covers a wide range of cetane numbers (30 to 55), 90% distillation temperatures (270 to 340 °C) and aromatics content (20 to 45%). The fuels were tested in a single-cylinder Caterpillar diesel engine equipped with a common-rail fuel injection system. The engine was operated at 900 rpm, a relative air/fuel ratio of 1.2 and 60% exhaust gas recirculation (EGR) for all fuels. The study was limited to a single fuel injection event starting between −30° and 0 °CA after top dead center (aTDC) with a rail pressure of 150 MPa. The brake mean effective pressure (BMEP) ranged from 2.6 to 3.1 bar depending on the fuel and its injection timing. The experimental results show that cetane number was the most important fuel property affecting PCCI combustion behavior. The low cetane number fuels had better brake specific fuel consumption (BSFC) due to more optimized combustion phasing and shorter combustion duration. They also had a longer ignition delay period available for premixing, which led to near-zero soot emissions. The two fuels with high cetane number and high 90% distillation temperature produced significant soot emissions. The two fuels with high cetane number and high aromatics produced the highest brake specific NOx emissions, although the absolute values were below 0.1 g/kW-h. Brake specific HC and CO emissions were primarily a function of the combustion phasing, but the low cetane number fuels had slightly higher HC and lower CO emissions than the high cetane number fuels.

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