Three-Dimensional Computation of the Effects of the Swirl Ratio in Direct-Injection Diesel Engines on NOx and Soot Emissions

1996 ◽  
Author(s):  
Hiroshi Ogawa ◽  
Yukio Matsui ◽  
Shuji Kimura ◽  
Junichi Kawashima
Keyword(s):  
Diesel Engines ◽  
Direct Injection ◽  
Three Dimensional ◽  
Swirl Ratio ◽  
Soot Emissions

Insights on postinjection-associated soot emissions in direct injection diesel engines

2008 ◽  
Vol 154 (3) ◽  
pp. 448-461 ◽  
Author(s):  
Jean Arrègle ◽  
José V. Pastor ◽  
J. Javier López ◽  
Antonio García
Keyword(s):  
Diesel Engines ◽  
Direct Injection ◽  
Soot Emissions

Examination of Initialization and Geometric Details on the Results of CFD Simulations of Diesel Engines

2010 ◽  
Vol 133 (4) ◽  
Author(s):  
Michael J. Bergin ◽  
Ettore Musu ◽  
Sage Kokjohn ◽  
Rolf D. Reitz
Keyword(s):  
Diesel Engines ◽  
Cylinder Head ◽  
Fluid Dynamic ◽  
Direct Injection ◽  
Valve Lift ◽  
Low Temperature Combustion ◽  
Swirl Ratio ◽  
Dynamic Simulations ◽  
Temperature Combustion ◽  
Honeycomb Cell

Computational fluid dynamic simulations using the AVL FIRE and KIVA 3V codes were performed to examine commonly accepted techniques and assumptions used when simulating direct injection diesel engines. Simulations of a steady-state impulse swirl meter validated the commonly used practice of evaluating the swirl ratio of diesel engines by integrating the valve flow and torque history over discrete valve lift values. The results indicate the simulations capture the complex interactions occurring in the ports, cylinder, and honeycomb cell impulse swirl meter. Geometric details of engines due to valve recesses in the cylinder head and piston cannot be reproduced axisymmetrically. The commonly adopted axisymmetric assumption for an engine with a centrally located injector was tested by comparing the swirl and emissions history for a noncombusting and a double injection low temperature combustion case with varying geometric fidelity. Consideration of the detailed engine geometry including valve recesses in the piston altered the swirl history such that the peak swirl ratio at TDC decreased by approximately 10% compared with the simplified no-recess geometry. An analog to the detailed geometry of the full 3D geometry was included in the axisymmetric geometry by including a groove in the cylinder head of the mesh. The corresponding emissions predictions of the combusting cases showed greater sensitivity to the altered swirl history as the air-fuel ratio was decreased.

Research Based on CFD for Helical Intake Port Position Defect of Diesel Engines

2014 ◽  
Vol 998-999 ◽  
pp. 454-457 ◽  
Author(s):  
Xiao Mi
Keyword(s):  
Flow Field ◽  
Reverse Engineering ◽  
Diesel Engines ◽  
Marked Effect ◽  
Three Dimensional ◽  
Intake Port ◽  
Swirl Ratio ◽  
Three Dimensional Flow ◽  
Dimensional Flow ◽  
Helical Intake Port

This paper realized the 3-dimension model for helical intake port and simulated the different kinds of position deviations by the application of reverse engineering. The three-dimensional flow field in port-cylinder was numerically simulated by the use of CFD software FIRE to verify how the position deviations affect the performance of the helical intake port. The result shows that the slanting and translational position deviations have the marked effect on the swirl ratio of the helical intake port and the strict control of production precision is needed.

Examination of Initialization and Geometric Details on the Results of CFD Simulations of Diesel Engines

2009 ◽  
Author(s):  
Mike Bergin ◽  
Ettore Musu ◽  
Sage Kokjohn ◽  
Rolf D. Reitz
Keyword(s):  
Diesel Engines ◽  
Fluid Dynamic ◽  
Direct Injection ◽  
Valve Lift ◽  
Low Temperature Combustion ◽  
Swirl Ratio ◽  
Cfd Simulations ◽  
Complex Interactions ◽  
Temperature Combustion ◽  
Honeycomb Cell

Computational Fluid Dynamic (CFD) simulations using the AVL Fire and Kiva 3v codes were performed to examine commonly accepted techniques and assumptions used when simulating direct injection diesel engines. Simulations of a steady state impulse swirl meter validated the commonly used practice of evaluating the swirl ratio of diesel engines by integrating the valve flow and torque history over discrete valve lift values [1]. The results indicate the simulations capture the complex interactions occurring in the ports, cylinder and honeycomb cell impulse swirl meter. The commonly adopted axisymmetric assumption for an engine with a centrally located injector was tested by comparing the swirl and emissions history for a motored case and a double injection low temperature combustion case. Consideration of the detailed engine geometry including valve recesses in the piston and the head lowered the peak swirl ratio at TDC by approximately 10% compared to the simplified no-recess case. The corresponding combusting cases also had different heat release and emissions predictions but could be partially compensated for by lowering the initial swirl ratio for the axisymmetric case.

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