Analysis of a 6 Cylinder Turbocharged HCCI Engine Using a Detailed Kinetic Mechanism

2002 ◽  
Author(s):  
Giuseppe Cantore ◽  
Luca Montorsi ◽  
Fabian Mauss ◽  
Per Amne´us ◽  
Olof Erlandsson ◽  
...  
Keyword(s):  
Combustion Engine ◽  
Control Strategies ◽  
Fluid Dynamic ◽  
Combustion Process ◽  
Operating Conditions ◽  
Engine Control ◽  
Gas Composition ◽  
Time Step ◽  
Hcci Engine ◽  
Power Code

When analyzing HCCI combustion engine behavior, the integration of experimental tests and numerical simulations is crucial. Investigations of possible engine control strategies as a function of the different operating conditions have to take the behavior of the whole HCCI engine into account, including the effects both of the combustion process and of complex devices. Therefore the numerical simulation code must be able both to model accurately the gas-dynamic of the system and to evaluate the combustion chemical kinetics. This paper focuses on the coupling between the commercial one-dimensional fluid-dynamic GT-Power Code and our in-house detailed chemical kinetic Ignition Code. An interface has been developed in order to exchange information between the two codes: the Ignition Code considers as boundary conditions the GT-Power Code values provided for the gas composition at IVC and the pressure and temperature at every time step and passes back to GT-Power the burnt fuel fraction and stores in an external file the in cylinder gas composition. Thus the whole engine cycle can be accurately simulated, estimating the interactions between the gas-dynamics phenomena along the intake and exhaust pipes and through the valves, and the chemical processes occurring during the closed valves period. This tool makes it possible to analyze the engine behavior under duty cycle operating conditions, and therefore it represents a useful support to the experimental measurements, reducing the number of tests required to assess the proper engine control strategies.

scholarly journals Theoretical and experimental control strategies assessment of a Sliding Vane Oil Pump

2020 ◽  
Vol 197 ◽  
pp. 06022
Author(s):  
Fabio Fatigati ◽  
Marco Di Bartolomeo ◽  
Giuseppe Lo Biundo ◽  
Francesco Pallante ◽  
Roberto Cipollone
Keyword(s):  
High Efficiency ◽  
Combustion Engine ◽  
Control Strategies ◽  
Fluid Dynamic ◽  
Operating Conditions ◽  
Rate Variation ◽  
Vane Pump ◽  
Oil Flow ◽  
Pros And Cons ◽  
Virtual Platform

To date, Sliding Vane Pump (SVP) technology is one of the most attractive solution in different technical applications thanks to its reliability and compactness and capability to keep a high efficiency even when it is working far from rated condition. In particular, this feature makes the SVP suitable to be employed for the oil circulation (SVOP) in Internal Combustion Engine (ICE) which is characterized by a wide oil flow rates variation, delivered pressure and temperature variation which causes operating conditions of the pump far from the design point. Flow delivered changes in these machines are produced by varying the eccentricity for a mechanical connection with the engine - or by varying the speed of revolution. The mild hybridization of the powertrains calls for a strong development of electrically assisted engine auxiliaries which undoubtedly makes the flow variations easier to be done, but the presence of an electric motor requires some technological choices not fully assessed, a cost increase and a reliability decrease. The paper presents a mathematical model of a SVOP for oil circulation in ICE, suitably validated by a wide experimental activity. The model integrates a mono and zero-dimensional fluid-dynamic analysis and allows to represent the intimate behaviour of the machine. Moreover, it was employed as virtual platform to discuss pros and cons of different flow rate variation strategies and their effect on the efficiency of the SVOP.

scholarly journals Innovative Control Strategies for the Diagnosis of Injector Performance in an Internal Combustion Engine via Turbocharger Speed

Energies ◽  
2019 ◽  
Vol 12 (8) ◽  
pp. 1420 ◽  
Author(s):  
Michele Becciani ◽  
Luca Romani ◽  
Giovanni Vichi ◽  
Alessandro Bianchini ◽  
Go Asai ◽  
...  
Keyword(s):  
Combustion Engine ◽  
Control Strategies ◽  
Integrated Control ◽  
Combustion Process ◽  
Engine Performance ◽  
Operating Conditions ◽  
Correct Operation ◽  
Control Units ◽  
The Right ◽  
High Level

In order to ensure a high level of performance and to comply with the increasingly severe limitations in terms of fuel consumption and pollution emissions, modern diesel engines need continuous monitoring of their operating conditions by their control units. With particular focus on turbocharged engines, which are presently the standard in a large number of applications, the use of the average and the instantaneous turbocharger speeds is thought to represent a valuable feedback of the engine behavior, especially for the identification of the cylinder-to-cylinder injection variations. The correct operation of the injectors and control of the injected fuel quantity allow the controller to ensure the right combustion process and maintain engine performance. In the present study, two different techniques are presented to fit this scope. The techniques are discussed and experimentally validated, leading to the definition of an integrated control strategy, which features the main benefits of the two, and is able to correctly detect the cylinder-to-cylinder injection variation and, consequently, properly correct the injection in each cylinder in order to balance the engine behavior. In addition, the possibility of detecting misfiring events was assessed.

Ethers and esters as alternative fuels for internal combustion engine: A review

2021 ◽  
pp. 146808742110464
Author(s):  
Yang Hua
Keyword(s):  
Alternative Fuels ◽  
Combustion Engine ◽  
Combustion Process ◽  
Pressure Rise ◽  
Engine Performance ◽  
Internal Combustion ◽  
Operating Conditions ◽  
Future Research ◽  
Particulate Emissions ◽  
Ic Engine

Ether and ester fuels can work in the existing internal combustion (IC) engine with some important advantages. This work comprehensively reviews and summarizes the literatures on ether fuels represented by DME, DEE, DBE, DGM, and DMM, and ester fuels represented by DMC and biodiesel from three aspects of properties, production and engine application, so as to prove their feasibility and prospects as alternative fuels for compression ignition (CI) and spark ignition (SI) engines. These studies cover the effects of ether and ester fuels applied in the form of single fuel, mixed fuel, dual-fuel, and multi-fuel on engine performance, combustion and emission characteristics. The evaluation indexes mainly include torque, power, BTE, BSFC, ignition delay, heat release rate, pressure rise rate, combustion duration, exhaust gas temperature, CO, HC, NOx, PM, and smoke. The results show that ethers and esters have varying degrees of impact on engine performance, combustion and emissions. They can basically improve the thermal efficiency of the engine and reduce particulate emissions, but their effects on power, fuel consumption, combustion process, and CO, HC, and NOx emissions are uncertain, which is due to the coupling of operating conditions, fuel molecular structure, in-cylinder environment and application methods. By changing the injection strategy, adjusting the EGR rate, adopting a new combustion mode, adding improvers or synergizing multiple fuels, adverse effects can be avoided and the benefits of oxygenated fuel can be maximized. Finally, some challenges faced by alternative fuels and future research directions are analyzed.

The Role of Simulation in the Development of a Fast-Actuation Solenoid C.R. Injection System

2004 ◽  
Author(s):  
Gian Marco Bianchi ◽  
Piero Pelloni ◽  
Giovanni Osbat ◽  
Marco Parotto ◽  
Rita Di Gioia ◽  
...  
Keyword(s):  
Dynamic Response ◽  
Control Strategies ◽  
Fluid Dynamic ◽  
Numerical Approach ◽  
Linear Analysis ◽  
Operating Conditions ◽  
System Model ◽  
Injection System ◽  
Multiple Injection ◽  
Pressure Regulator

Upcoming Euro 4 and Euro 5 emission standards are increasing efforts on injection system developments in order to improve mixture quality and combustion efficiency. The target features of advanced injection system are related to their capability of operating multiple injection with a precise control of amount of fuel injected, low cycle-by-cycle variability and life drift, within flexible strategies. In order to accomplish this task, performance must be optimised since injection system concept development by acting on. The extensive use of numerical approach has been identified as a necessary integration to experiments in order to put on the market high quality injection system accomplishing strict engine control strategies. The modelling approach allows focusing the experimental campaign only on critical issues saving time and costs, furthermore it is possible to deeply understand inner phenomena that cannot be measured. The lump/ID model of the whole system built into the AMESim® code was presented in previous works: particular attention was devoted in the simulation of the electromagnetic circuits, actual fluid-dynamic forces acting on needle surfaces and discharge coefficients, evaluated by means 3D-CFD simulations. In order to assess new injection system dynamic response under multiple injection strategies reproducing actual engine operating conditions it is necessary to find to proper model settings. In this work the integration between the injector and the system model, which comprehends the pump, the pressure regulator, the rail and the connecting-pipes, will be presented. For reproducing the dynamic response of he whole system will be followed a step-by-step approach in order to prevent modelling inaccuracies. Firstly will be presented the linear analysis results performed in order to find injection system own natural frequencies. Secondly based on linear analysis results will be found proper injection system model settings for predicting dynamic response to external excitations, such as pump perturbations, pressure regulator dynamics and injection pulses. Thirdly experimental results in terms of instantaneous flow rate and integrated injected volume for different operating conditions will be presented in order to highlight the capability of the modelling methodology in addressing the new injection system design.

Measurement of Smoke Particle Size and Distribution Within a Gas Turbine Combustor

2005 ◽  
Vol 127 (2) ◽  
pp. 286-294 ◽  
Author(s):  
K. D. Brundish ◽  
M. N. Miller ◽  
C. W. Wilson ◽  
M. Jefferies ◽  
M. Hilton ◽  
...  
Keyword(s):  
Particle Size ◽  
Gas Turbine ◽  
Fluid Dynamic ◽  
Combustion Process ◽  
Analytical Techniques ◽  
Number Concentration ◽  
Operating Conditions ◽  
Fuel Injector ◽  
Gas Turbine Combustor ◽  
Smoke Particle

The objective of the work described in this paper was to identify a method of making measurements of the smoke particle size distribution within the sector of a gas turbine combustor, using a scanning mobility particle sizing (SMPS) analyzer. As well as gaining a better understanding of the combustion process, the principal reasons for gathering these data was so that they could be used as validation for computational fluid dynamic and chemical kinetic models. Smoke mass and gaseous emission measurements were also made simultaneously. A “water cooled,” gas sampling probe was utilized to perform the measurements at realistic operating conditions within a generic gas turbine combustor sector. Such measurements had not been previously performed and consequently initial work was undertaken to gain confidence in the experimental configuration. During this investigation, a limited amount of data were acquired from three axial planes within the combustor. The total number of test points measured were 45. Plots of the data are presented in two-dimensional contour format at specific axial locations in addition to axial plots to show trends from the primary zone to the exit of the combustor. Contour plots of smoke particle size show that regions of high smoke number concentration once formed in zones close to the fuel injector persist in a similar spatial location further downstream. Axial trends indicate that the average smoke particle size and number concentration diminishes as a function of distance from the fuel injector. From a technical perspective, the analytical techniques used proved to be robust. As expected, making measurements close to the fuel injector proved to be difficult. This was because the quantity of smoke in the region was greater than 1000mg/m3. It was found necessary to dilute the sample prior to the determination of the particle number concentration using SMPS. The issues associated with SMPS dilution are discussed.

Measurement of Smoke Particle Size and Distribution Within a Gas Turbine Combustor

2003 ◽  
Author(s):  
K. D. Brundish ◽  
M. N. Miller ◽  
C. W. Wilson ◽  
M. Hilton ◽  
M. P. Johnson ◽  
...  
Keyword(s):  
Particle Size ◽  
Gas Turbine ◽  
Fluid Dynamic ◽  
Combustion Process ◽  
Analytical Techniques ◽  
Number Concentration ◽  
Operating Conditions ◽  
Fuel Injector ◽  
Gas Turbine Combustor ◽  
Smoke Particle

The objective of the work described in this paper was to identify a method of making measurements of the smoke particle size distribution within the sector of a gas turbine combustor, using a Scanning Mobility Particle Sizing (SMPS) analyser. As well as gaining a better understanding of the combustion process, the principal reasons for gathering these data was so that they could be used as validation for Computational Fluid Dynamic (CFD) and chemical kinetic models. Smoke mass and gaseous emission measurements were also made simultaneously. A “water cooled,” gas sampling probe was utilised to perform the measurements at realistic operating conditions within a generic gas turbine combustor sector. Such measurements had not been previously performed and consequently initial work was undertaken to gain confidence in the experimental configuration. During this investigation, a limited amount of data were acquired from three axial planes within the combustor. The total number of test points measured were 45. Plots of the data are presented in 2 dimensional contour format at specific axial locations in addition to axial plots to show trends from the primary zone to the exit of the combustor. Contour plots of smoke particle size show that regions of high smoke number concentration once formed in zones close to the fuel injector persist in a similar spatial location further downstream. Axial trends indicate that the average smoke particle size and number concentration diminishes as a function of distance from the fuel injector. From a technical perspective, the analytical techniques used proved to be robust. As expected, making measurements close to the fuel injector proved to be difficult. This was because the quantity of smoke in the region was greater than 1000 mg/m3. It was found necessary to dilute the sample prior to the determination of the particle number concentration using SMPS. The issues associated with SMPS dilution are discussed.

Engine Torque Non-Uniformity Evaluation Using Instantaneous Crankshaft Speed Signal

2001 ◽  
Author(s):  
Nicolò Cavina ◽  
Fabrizio Ponti
Keyword(s):  
Engine Speed ◽  
Combustion Engine ◽  
Control Strategies ◽  
Ignition Time ◽  
Operating Conditions ◽  
Injection System ◽  
Engine Torque ◽  
Production Variability ◽  
The One ◽  
Speed Fluctuations

Abstract The paper presents the development of a methodology for evaluating the torque non-uniformity between the various cylinders of an Internal Combustion Engine (ICE). This non-uniformity can be due, for example, to pathological operating conditions such as misfires or misfuels, as well as to other abnormal operating conditions. Between the nominal torque production and the one corresponding to the absence of combustion there exist, in fact, a series of possible intermediate conditions. Each of them corresponds to a value of produced torque that lies between the nominal value and the one corresponding to the lack of combustion (due for example to statistical dispersion in manufacturing or aging in the injection system). The diagnosis of this type of non-uniformity is a very important issue in today’s engine control strategies design. The use of the developed methodology should in fact allow the control strategy to adopt the appropriate interventions if the diagnosed non-uniformity is related to different behavior of the injectors. In order to evaluate this torque production variability between the various cylinders, information hidden in the instantaneous crankshaft speed fluctuations has been processed using a suitable methodology. The procedure has been validated running a supercharged 2.0 liters V6 engine, and a 1.2 liters L4 engine, in a test cell. During the tests, the in-cylinder pressure signal has been acquired together with the instantaneous engine speed, in order to determine a correlation between speed fluctuations and the indicated torque produced by each cylinder. The actual cylinder by cylinder torque non-uniformity can then be evaluated on-board by processing engine speed. The procedure is able to diagnose the absence of combustion (due for example to a misfire or a misfuel) as well as abnormal combustions that do not necessarily involve lack of combustion, with the accuracy needed for on-board use. Control interventions to injection and ignition time commands of one or more cylinders should in most cases be able to re-establish torque production uniformity.

Engine Torque Nonuniformity Evaluation Using Instantaneous Crankshaft Speed Signal

2003 ◽  
Vol 125 (4) ◽  
pp. 1050-1058 ◽  
Author(s):  
N. Cavina ◽  
F. Ponti
Keyword(s):  
Engine Speed ◽  
Combustion Engine ◽  
Control Strategies ◽  
Ignition Time ◽  
Operating Conditions ◽  
Injection System ◽  
Engine Torque ◽  
Production Variability ◽  
The One ◽  
Speed Fluctuations

The paper presents the development of a methodology for evaluating the torque nonuniformity between the various cylinders of an internal combustion engine (ICE). This nonuniformity can be due, for example, to pathological operating conditions such as misfires or misfuels, as well as to other abnormal operating conditions. Between the nominal torque production and the one corresponding to the absence of combustion there exist, in fact, a series of possible intermediate conditions. Each of them corresponds to a value of produced torque that lies between the nominal value and the one corresponding to the lack of combustion (due for example to statistical dispersion in manufacturing or aging in the injection system). The diagnosis of this type of nonuniformity is a very important issue in today’s engine control strategies design. The use of the developed methodology should in fact allow the control strategy to adopt the appropriate interventions if the diagnosed nonuniformity is related to different behavior of the injectors. In order to evaluate this torque production variability between the various cylinders, information hidden in the instantaneous crankshaft speed fluctuations has been processed using a suitable methodology. The procedure has been validated running a supercharged 2.0 liters V6 engine, and a 1.2 liters L4 engine, in a test cell. During the tests, the in-cylinder pressure signal has been acquired together with the instantaneous engine speed, in order to determine a correlation between speed fluctuations and the indicated torque produced by each cylinder. The actual cylinder-by-cylinder torque nonuniformity can then be evaluated on-board by processing engine speed. The procedure is able to diagnose the absence of combustion (due for example to a misfire or a misfuel) as well as abnormal combustions that do not necessarily involve lack of combustion, with, the accuracy needed for on-board use. Control interventions to injection and ignition time commands of one or more cylinders should, in most cases, be able to re-establish torque production uniformity.

scholarly journals CFD 3D Analysis of Charge Motion and Combustion in a Spark-Ignition Internal Combustion Engine under Close-to-Idle Condition

2020 ◽  
Vol 197 ◽  
pp. 06011
Author(s):  
Roberto Bozza ◽  
Vincenzo De Bellis ◽  
Stefano Fantoni ◽  
Donato Colangelo
Keyword(s):  
Combustion Engine ◽  
Early Stage ◽  
Local Level ◽  
Combustion Process ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Transport Sector ◽  
3D Analysis ◽  
Charge Motion ◽  
Throttle Valve

The increasingly stringent limitations on noxious missions of transport sector highly affect the development of new engines. The operating conditions of the engine at low-load and idle play a relevant role along the regulatory homologation cycles, contributing to overall emissions. In this work, the effectiveness of some solutions to improve the behaviour under close-to-idle operation of a Spark-Ignition motorcycle engine are compared by 3D CFD analyses. Specifically, the effects of two designs of the intake port and of the opening direction of the throttle valve, either clockwise or counterclockwise, are investigated. Multi-cycle simulations are carried out, under motored and fired conditions, for a single close-to-idle operating point. The various designs are compared in terms of capability to generate a stable tumble vortex during the intake phase and to produce an adequate turbulence level at the beginning of the combustion process. The analyses revealed that a clockwise throttle opening can produce enhanced turbulence levels at the end of the compression stroke, especially in a close-to-spark region (increase of about 5% and 27 % at the TDC at a global and local level, respectively, compared to the base configuration). Additional limited improvements are obtained with the high tumbling design, where, however, a penalty on the maximum power output could emerge. The flow and turbulence motion differences among the tested geometries reflect on combustion development in its early stage, and on its degree of completeness at the exhaust valve opening. A clockwise opening of the throttle valve leads to an increase of the mass fraction burned of 5 percent points, compared to the base configuration.

scholarly journals CFD Performance Analysis of a Spark Ignition Engine Fueled by Landfill Gas

2014 ◽  
Vol 7 (1) ◽  
pp. 26-33
Author(s):  
Daniel Swain ◽  
S.O. Bade Shrestha
Keyword(s):  
Greenhouse Gas Emission ◽  
Combustion Engine ◽  
Fluid Dynamic ◽  
Fuel Efficiency ◽  
Landfill Gas ◽  
Flame Temperature ◽  
Engine Performance ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Pure Methane

Landfill gas (LFG) that is generated in an anaerobic environment in landfills and consists primarily of methane and carbondioxide with small amount of nitrogen and other non-methane gases, could be collected and used to produce energy either by extracting methane or using the landfill gas directly in an internal combustion engine or a gas turbine. It amounts to be a net-negative greenhouse gas emission process. Carbondioxide component of LFG dilutes the fuel and absorbs some of the heat of combustion, causing reduced flame temperature that decreases NOx emissions and also suppresses knock. A model was developed and validated with the experimental data available in literature, using the computation fluid dynamic (CFD) code, KIVA-4. Various engine performance parameters at various operating conditions were evaluated and the benefits of methane purification and or direct use of LFG as a fuel in the engine scenarios were compared. It was found that landfill gas used directly at higher compression ratios can be used for pure methane fuel with higher fuel efficiency than can be achieved using pure methane fuel only.

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