Ignition Delay Model Parameterization Using Single-Cylinder Engines Data

2020 ◽  
Author(s):  
CeCe Kyler ◽  
Andre Swarts
Keyword(s):  
Ignition Delay ◽  
Delay Model ◽  
Single Cylinder ◽  
Model Parameterization

Enhanced Two-stage Ignition Delay Model Based on Molar Fraction of Fuel Components for SI Engine Simulation

2018 ◽  
Author(s):  
Kyoung Hyun Kwak ◽  
Dewey Jung ◽  
Hyunil Park ◽  
Jeonghwan Paeng ◽  
Kyumin Hwang
Keyword(s):  
Ignition Delay ◽  
Molar Fraction ◽  
Delay Model ◽  
Si Engine ◽  
Two Stage ◽  
Engine Simulation ◽  
Model Based ◽  
Fuel Components

Fuel-Sensitive Ignition Delay Models for a Local and Global Description of Direct Injection Internal Combustion Engines

2015 ◽  
Vol 137 (11) ◽  
Author(s):  
Kyoung Hyun Kwak ◽  
Claus Borgnakke ◽  
Dohoy Jung
Keyword(s):  
Ignition Delay ◽  
Alternative Fuels ◽  
Internal Combustion Engines ◽  
Cetane Number ◽  
Global Model ◽  
Local Model ◽  
Delay Model ◽  
Lower Accuracy ◽  
Delay Models ◽  
Single Calibration

Models for ignition delay are investigated and fuel-specific properties are included to predict the effects of different fuels on the ignition delay. These models follow the Arrhenius type expression for the ignition delay modified with the oxygen concentration and Cetane number to extend the range of validity. In this investigation, two fuel-sensitive spray ignition delay models are developed: a global model and a local model. The global model is based on the global combustion chamber charge properties including temperature, pressure, and oxygen/fuel content. The local model is developed to account for temporal and spatial variations in properties of separated spray zones such as local temperature, oxidizer, and fuel concentrations obtained by a quasi-dimensional multizone fuel spray model. These variations are integrated in time to predict the ignition delay. Often ignition delay models are recalibrated for a specific fuel but in this study, the global ignition delay model includes the Cetane number to capture ignition delay of various fuels. The local model uses Cetane number and local stoichiometric oxygen to fuel molar ratio. The model is therefore capable of predicting spray ignition delays for a set of fuels with a single calibration. Experimental dataset of spray ignition delay in a constant volume chamber is used for model development and calibration. The models show a good accuracy for the predicted ignition delay of four different fuels: JP8, DF2, n-heptane, and n-dodecane. The investigation revealed that the most accurate form of the models is from a calibration done for each individual fuel with only a slight decrease in accuracy when a single calibration is done for all fuels. The single calibration case is the more desirable outcome as it leads to general models that cover all the fuels. Of the two proposed models, the local model has a slightly better accuracy compared to the global model. Results for both models demonstrate the improvements that can be obtained for the ignition delay model when additional fuel-specific properties are included in the spray ignition model. Other alternative fuels like synthetic oxygenated fuels were included in the investigation. These fuels behave differently such that the Cetane number does not provide the same explanation for the trend in ignition delay. Though of lower accuracy, the new models do improve the predictive capability when compared with existing types of ignition delay models applied to this kind of fuels.

Ignition Delay Model of Multiple Injections in CI Engines

2019 ◽  
Author(s):  
Youngbok Lee ◽  
Seungha Lee ◽  
Kyoungdoug Min
Keyword(s):  
Ignition Delay ◽  
Delay Model ◽  
Multiple Injections ◽  
Ci Engines

Diesel Combustion and Control Using a Novel Ignition Delay Model

2018 ◽  
Author(s):  
Reza Rezaei ◽  
Benjamin Tilch ◽  
Thaddaeus Delebinski ◽  
Christoph Bertram
Keyword(s):  
Ignition Delay ◽  
Diesel Combustion ◽  
Delay Model ◽  
And Control

Low NOx and Low Smoke Operation of a Diesel Engine Using Gasolinelike Fuels

2010 ◽  
Vol 132 (9) ◽  
Author(s):  
Gautam Kalghatgi ◽  
Leif Hildingsson ◽  
Bengt Johansson
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Compression Ratio ◽  
Diesel Fuel ◽  
Ignition Delay ◽  
Cetane Number ◽  
Pressure Rise ◽  
Maximum Pressure ◽  
Single Cylinder ◽  
Intake Pressure

Much of the technology in advanced diesel engines, such as high injection pressures, is aimed at overcoming the short ignition delay of conventional diesel fuels to promote premixed combustion in order to reduce NOx and smoke. Previous work in a 2 l single-cylinder diesel engine with a compression ratio of 14 has demonstrated that gasoline fuel, because of its high ignition delay, is very beneficial for premixed compression-ignition compared with a conventional diesel fuel. We have now done similar studies in a smaller—0.537 l—single-cylinder diesel engine with a compression ratio of 15.8. The engine was run on three fuels of very different auto-ignition quality—a typical European diesel fuel with a cetane number (CN) of 56, a typical European gasoline of 95 RON and 85 MON with an estimated CN of 16 and another gasoline of 84 RON and 78 MON (estimated CN of 21). The previous results with gasoline were obtained only at 1200 rpm—here we compare the fuels also at 2000 rpm and 3000 rpm. At 1200 rpm, at low loads (∼4 bars indicated mean effective pressure (IMEP)) when smoke is negligible, NOx levels below 0.4 g/kWh can be easily attained with gasoline without using exhaust gas recirculation (EGR), while this is not possible with the 56 CN European diesel. At these loads, the maximum pressure-rise rate is also significantly lower for gasoline. At 2000 rpm, with 2 bars absolute intake pressure, NOx can be reduced below 0.4 g/kW h with negligible smoke (FSN<0.1) with gasoline between 10 bars and 12 bars IMEP using sufficient EGR, while this is not possible with the diesel fuel. At 3000 rpm, with the intake pressure at 2.4 bars absolute, NOx of 0.4 g/kW h with negligible smoke was attainable with gasoline at 13 bars IMEP. Hydrocarbon and CO emissions are higher for gasoline and will require after-treatment. High peak heat release rates can be alleviated using multiple injections. Large amounts of gasoline, unlike diesel, can be injected very early in the cycle without causing heat release during the compression stroke and this enables the heat release profile to be shaped.

scholarly journals Spray, Combustion, and Air Pollutant Characteristics of JP-5 for Naval Aircraft from Experimental Single-Cylinder CRDI Diesel Engine

Energies ◽  
2021 ◽  
Vol 14 (9) ◽  
pp. 2362
Author(s):  
Hyungmin Lee
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Fuel Injection ◽  
Cetane Number ◽  
Combustion Process ◽  
Air Pollutant ◽  
Spray Combustion ◽  
Injection Timing ◽  
Visualization System ◽  
Single Cylinder

This study was performed to analyze the spray, combustion, and air pollutant characteristic of JP-5 fuel for naval aircraft in a spray visualization system and a single-cylinder CRDI diesel engine that can be visualized. The analysis results of JP-5 fuel were compared with DF. The spray tip penetration of JP-5 showed diminished results as the spray developed. JP-5 had the highest ROHR and ROPR regardless of the fuel injection timings. The physicochemical characteristics of JP-5, such as its excellent vaporization and low cetane number, were analyzed to prolong the ignition delay. Overall, the longer combustion period and the lower heat loss of the DF raised the engine torque and the IMEP. JP-5 showed higher O2 and lower CO2 levels than the DF fuel. The CO emission level increased as the injection timing was advanced in two test fuels, and the CO emitted from the DF fuel, which has a longer combustion period than JP-5, turned out to be lower. NOx also reduced as the fuel injection timing was retarded, but it was discharged at a higher level in JP-5 due to the large heat release. The images from the combustion process visualization showed that the flame luminosity of DF is stronger, its ignition delay is shorter, and its combustion period is longer than that of JP-5.

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