scholarly journals Simulation studies of combustion in spark ignition engine using OpenFOAM

2020 ◽  
Vol 48 (4) ◽  
pp. 787-799
Author(s):  
Lucky Anetor ◽  
Edward Osakue ◽  
Kendall Harris
Keyword(s):  
High Performance ◽  
Combustion Temperature ◽  
Peak Pressure ◽  
Grid Point ◽  
Spark Ignition Engine ◽  
Simulation Studies ◽  
Factor X ◽  
A Value ◽  
Crank Angle ◽  
Maximum Combustion Temperature

The open source Field Operation and Manipulation (OpenFOAM) software was used to investigate the performance of a fully premixed, modern high-performance 4-valve, ISO-octane, dual overhead cam (DOHC) engine with quasi-symmetric pent roof combustion chamber running at 1500 revolutions per minute. The peak pressure occurred at the TDC and had a value of about 30 bar. The results from this study show that the maximum combustion temperature occurred at approximately 95 degrees crank angle ATDC and has a volume averaged value of about 2700°K , whereas the actual computed peak temperature was found to be about 3000ºK and it occurred at grid point 12630. The other temperatures which were found to be higher than the volume averaged temperature were found to be in the range 2968.81 ° K to 2974.01 ° K and correspond to grid point positions 12630 to 12633.The flame-wrinkling factor, X = St / Su was found to be in the range 1.0 ≤ X ≤ 3.8. The dynamics of the regress variable b was accurately predicted.

scholarly journals A crank-kinematics-based engine cylinder pressure reconstruction model

2019 ◽  
Vol 21 (7) ◽  
pp. 1147-1161
Author(s):  
Julian F Dunne ◽  
Colin Bennett
Keyword(s):  
Chebyshev Polynomial ◽  
Peak Pressure ◽  
Pressure Sensors ◽  
Spark Ignition Engine ◽  
Least Square ◽  
Cylinder Pressure ◽  
Nonlinear Functions ◽  
Engine Cylinder ◽  
Crank Angle ◽  
Unseen Data

A new inverse model is proposed for reconstructing steady-state and transient engine cylinder pressure using measured crank kinematics. An adaptive nonlinear time-dependent relationship is assumed between windowed-subsections of cylinder pressure and measured crank kinematics in a time-domain format (rather than in crank-angle domain). This relationship comprises a linear sum of four separate nonlinear functions of crank jerk, acceleration, velocity and crank angle. Each of these four nonlinear functions is obtained at each time instant by fitting separate m-term Chebyshev polynomial expansions, where the total 4 m instantaneous expansion coefficients are found using a standard (overdetermined) linear least-square solution method. A convergence check on the calibration accuracy shows that this initially improves as more Chebyshev polynomial terms are used, but with further increase, the overdetermined system becomes singular. Optimal accuracy Chebyshev expansions are found to be of degree m = 4, using 90 or more cycles of engine data to fit the model. To confirm the model accuracy in predictive mode, a defined measure is used, namely the ‘ calibration peak pressure error’. This measure allows effective a priori exclusion of occasionally unacceptable predictions. The method is tested using varying speed data taken from a three-cylinder direct-injection spark ignition engine fitted with cylinder pressure sensors and a high-resolution shaft encoder. Using appropriately filtered crank kinematics (plus the ‘calibration peak pressure error’), the model produces fast and accurate predictions for previously unseen data. Peak pressure predictions are consistently within 6.5% of target, whereas locations of peak pressure are consistently within ±2.7 °CA. The computational efficiency makes it very suitable for real-time implementation.

Effect of Injection Timing on Combustion Characteristics of a DI Diesel Engine Fuelled with Pistacia chinensis Bunge Seed Biodiesel

2012 ◽  
Vol 614-615 ◽  
pp. 337-342
Author(s):  
Li Luo ◽  
Bin Xu ◽  
Zhi Hao Ma ◽  
Jian Wu ◽  
Ming Li
Keyword(s):  
Combustion Temperature ◽  
Fuel Injection ◽  
Direct Injection ◽  
Combustion Characteristics ◽  
Injection Timing ◽  
Brake Specific Fuel Consumption ◽  
Cylinder Pressure ◽  
Combustion Duration ◽  
Di Diesel Engine ◽  
Maximum Combustion Temperature

In this study, the effect of injection timing on combustion characteristics of a direct injection, electronically controlled, high pressure, common rail, turbocharged and intercooled engine fuelled with different pistacia chinensis bunge seed biodiesel/diesel blends has been experimentally investigated. The results indicated that brake specific fuel consumption reduces with the increasing of fuel injection advance angle and enhances with the increasing of biodiesel content in the blends. The peak of cylinder pressure and maximum combustion temperature increase evidently with the increment of fuel injection advance angle. However, the combustion of biodiesel blends starts earlier than diesel at the same fuel injection advance angle. At both conditions, the combustion duration and the peak of heat release rate are insensitive to the changing of injection timing.

Assessment of the reliability of ionization current measurement in estimating peak pressure angle in a spark ignition engine

2021 ◽  
pp. 146808742110399
Author(s):  
Veniero Giglio ◽  
Livia Della Ragione ◽  
Alessandro di Gaeta ◽  
Natale Rispoli
Keyword(s):  
Peak Pressure ◽  
Angular Position ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Mean Values ◽  
Pressure Angle ◽  
Ionization Current ◽  
Significant Difference ◽  
Second Peak

Ionization current measured at the spark plug during combustion in spark ignition engines has often been proposed to determine the crank-angle at combustion pressure peak, namely the peak pressure angle, for the purpose of regulating spark timing to attain maximum brake torque (MBT). The proposal is based on the assumption that agreement exists between peak pressure angle and the angular position of the ionization current second peak, although no one has ever proved it by an appropriate statistical analysis. The aim of this work, for the first time and by rigorous statistical methods, is to prove the agreement between Peak Pressure Angle and Ionization Current Second Peak Angle (ICSPA), without which a MBT control via ICSPA would be ineffective. Our experimental database consisted of about 9000 pairs of Peak Pressure Angle and Ionization Current Second Peak Angle values corresponding to 90 different operating conditions of a spark ignition engine. A two-sample comparison was first carried out between mean values of Peak Pressure Angle and Ionization Current Second Peak Angle, which showed a statistically significant difference between them. Then Bland-Altman analysis (Lancet, 1986), widely known and used for checking agreement between two different measurement methods, was conducted. It demonstrated that under almost all the experimental operating conditions, there was no agreement between the Ionization Current Second Peak Angle and the Peak Pressure Angle.

Analysis of Incylinder Pressure and Temperature Variation in a Four-Stroke S. I. Engine Using Wiebe’s Combustion Model

2014 ◽  
Vol 984-985 ◽  
pp. 957-961
Author(s):  
Vijayashree ◽  
P. Tamil Porai ◽  
N.V. Mahalakshmi ◽  
V. Ganesan
Keyword(s):  
Heat Release ◽  
Combustion Process ◽  
Pressure Variation ◽  
Spark Ignition Engine ◽  
Working Fluid ◽  
Combustion Model ◽  
Cylinder Pressure ◽  
Crank Angle ◽  
Experimental Values ◽  
Release Model

This paper presents the modeling of in-cylinder pressure variation of a four-stroke single cylinder spark ignition engine. It uses instantaneous properties of working fluid, viz., gasoline to calculate heat release rates, needed to quantify combustion development. Cylinder pressure variation with respect to either volume or crank angle gives valuable information about the combustion process. The analysis of the pressure – volume or pressure-theta data of a engine cycle is a classical tool for engine studies. This paper aims at demonstrating the modeling of pressure variation as a function of crank angle as well as volume with the help of MATLAB program developed for this purpose. Towards this end, Woschni heat release model is used for the combustion process. The important parameter, viz., peak pressure for different compression ratios are used in the analysis. Predicted results are compared with experimental values obtained for a typical compression ratio of 8.3.

scholarly journals Effects of Plateau Environment on Combustion and Emission Characteristics of a Plateau High-Pressure Common-Rail Diesel Engine with Different Blending Ratios of Biodiesel

Energies ◽  
2022 ◽  
Vol 15 (2) ◽  
pp. 550
Author(s):  
Guohai Jia ◽  
Guoshuai Tian ◽  
Daming Zhang
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
Heat Release ◽  
Mass Fraction ◽  
Combustion Temperature ◽  
Common Rail ◽  
Maximum Temperature ◽  
Emission Characteristics ◽  
Mass Fractions ◽  
Maximum Combustion Temperature

Taking a plateau high-pressure common-rail diesel engine as the research model, a model was established and simulated by AVL FIRE according to the structural parameters of a diesel engine. The combustion and emission characteristics of D, B20, and B50 diesel engines were simulated in the plateau atmospheric environment at 0 m, 1000 m, and 2000 m. The calculation results show that as the altitude increased, the peak in-cylinder pressure and the cumulative heat release of diesel decreased with different blending ratios. When the altitude increased by 1000 m, the cumulative heat release was reduced by about 5%. Furthermore, the emission trend of NO, soot, and CO was to first increase and then decrease. As the altitude increased, the mass fraction of NO emission decreased. As the altitude increased, the mass fractions of soot and CO increased. Additionally, when the altitude was 0 m and 1000 m, the maximum temperature, the mass fraction of OH, and the fuel–air ratio of B20 were higher and more uniform. When the altitude was 2000 m, the maximum temperature, the mass fraction of OH, and the fuel–air ratio of B50 were higher and more uniform. Lastly, as the altitude increased, the maximum combustion temperature of D and B20 decreased, and combustion became more uneven. As the altitude increased, the maximum combustion temperature of B50 increased, and the combustion became more uniform. As the altitude increased, the fuel–air ratio and the mass fractions of OH and NO decreased. When the altitude increased, the soot concentration increased, and the distribution area was larger.

scholarly journals Analysis Combustion Efficiency in a Fluidized-Bed Combustor With a Modified Perforated Plate for Air Distribution

2021 ◽  
Author(s):  
Erdiwansyah Erdiwansyah ◽  
Mahidin Mahidin ◽  
Husni Husin ◽  
Nasaruddin Nasaruddin ◽  
Muhtadin Muhtadin ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Combustion Temperature ◽  
Perforated Plate ◽  
Combustion Efficiency ◽  
Biomass Waste ◽  
Transfer Rates ◽  
Burn Out ◽  
Maximum Combustion Temperature ◽  
Solid Biomass ◽  
Fluidized Bed Combustor

Abstract Combustion efficiency is one of the most important parameters, especially in the FBC combustion chamber. Investigations into the efficiency of combustion in FBC fuels using solid biomass waste fuels in recent years are increasingly in demand by researchers around the world. Specifically, this study aims to calculate the combustion efficiency in the FBC combustion chamber. Combustion efficiency is calculated based on combustion results from modification of hollow plates in the FBC combustion chamber. The modified hollow plate aims to control combustion so that the fuel incorporated can burn out and not saturate. The combustion experiments were tested using palm oil biomass solid waste fuels such as PKS, OPM, and EFB. The results of the measurements showed that the maximum combustion temperature for MCC fuel reached 863oC for M1 and 887oC on M2. The maximum combustion temperature measurements for M1 and M2 from OPM fuel testing reached 898oC and 858oC, respectively, while the maximum combustion temperature for EFB fuel was 667oC andM2 847oC, respectively. The rate of combustion efficiency with the modification of the hole plate in the FBC combustion chamber reached 96.2%. Thermal efficiency in FBC combustion chamber for OPM 72.62%, MCC 70.03%, and EFB 52.43%. The highest heat transfer rates for OPM fuel reached 7792.36 w/m, MCC 7167.38 w/m, and EFB 5127.83 w/m. Thus, modification of the holed plate in the FBC chamber showed better performance of the plate without modification.

scholarly journals Analysis Combustion Efficiency in a Fluidized-Bed Combustor With a Modified Perforated Plate for Air Distribution

2021 ◽  
Author(s):  
Erdiwansyah Erdiwansyah ◽  
Mahidin Mahidin ◽  
Husni Husin ◽  
Nasaruddin Nasaruddin ◽  
Muhtadin Muhtadin ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Combustion Temperature ◽  
Perforated Plate ◽  
Combustion Efficiency ◽  
Biomass Waste ◽  
Transfer Rates ◽  
Burn Out ◽  
Maximum Combustion Temperature ◽  
Solid Biomass ◽  
Fluidized Bed Combustor

Abstract Combustion efficiency is one of the most important parameters, especially in the FBC combustion chamber. Investigations into the efficiency of combustion in FBC fuels using solid biomass waste fuels in recent years are increasingly in demand by researchers around the world. Specifically, this study aims to calculate the combustion efficiency in the FBC combustion chamber. Combustion efficiency is calculated based on combustion results from modification of hollow plates in the FBC combustion chamber. The modified hollow plate aims to control combustion so that the fuel incorporated can burn out and not saturate. The combustion experiments were tested using palm oil biomass solid waste fuels such as PKS, OPM, and EFB. The results of the measurements showed that the maximum combustion temperature for MCC fuel reached 863oC for M1 and 887oC on M2. The maximum combustion temperature measurements for M1 and M2 from OPM fuel testing reached 898oC and 858oC, respectively, while the maximum combustion temperature for EFB fuel was 667oC andM2 847oC, respectively. The rate of combustion efficiency with the modification of the hole plate in the FBC combustion chamber reached 96.2%. Thermal efficiency in FBC combustion chamber for OPM 72.62%, MCC 70.03%, and EFB 52.43%. The highest heat transfer rates for OPM fuel reached 7792.36 w/m, MCC 7167.38 w/m, and EFB 5127.83 w/m. Thus, modification of the holed plate in the FBC chamber showed better performance of the plate without modification.

Numerical Simulation of Convective Heat Transfer in a Spark Ignition Engine

2008 ◽  
Author(s):  
Arash Mohammadi ◽  
Seyed Ali Jazayeri ◽  
Masoud Ziabasharhagh
Keyword(s):  
Heat Transfer ◽  
Heat Flux ◽  
Heat Transfer Coefficient ◽  
Transfer Coefficient ◽  
Combustion Chamber ◽  
Spark Ignition Engine ◽  
Cylinder Wall ◽  
Single Cylinder Engine ◽  
Crank Angle ◽  
Exhaust Valves

A computational fluid dynamics code is applied to simulate fluid flow and combustion in a four-stroke single cylinder engine with flat combustion chamber geometry. Heat flux and heat transfer coefficient on the cylinder head, cylinder wall, piston, intake and exhaust valves are determined. Result for a certain condition is compared for total heat transfer coefficient of the cylinder engine with available correlation proposed by experimental measurement in the literature and close agreement is observed. It is observed that the value of heat flux and heat transfer coefficient varies considerably in different positions of the combustion chamber, but the trend with crank angle is almost the same.

Model-Based Combustion Duration and Ignition Timing Prediction for Combustion Phasing Control of a Spark-Ignition Engine Using In-Cylinder Pressure Sensors

2019 ◽  
Author(s):  
Xin Wang ◽  
Amir Khameneian ◽  
Paul Dice ◽  
Bo Chen ◽  
Mahdi Shahbakhti ◽  
...  
Keyword(s):  
Pressure Sensors ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Combustion Model ◽  
Ignition Timing ◽  
Model Based ◽  
Crank Angle ◽  
Si Engines ◽  
Phasing Control

Abstract Combustion phasing, which can be defined as the crank angle of fifty percent mass fraction burned (CA50), is one of the most important parameters affecting engine efficiency, torque output, and emissions. In homogeneous spark-ignition (SI) engines, ignition timing control algorithms are typically map-based with several multipliers, which requires significant calibration efforts. This work presents a framework of model-based ignition timing prediction using a computationally efficient control-oriented combustion model for the purpose of real-time combustion phasing control. Burn duration from ignition timing to CA50 (ΔθIGN-CA50) on an individual cylinder cycle-by-cycle basis is predicted by the combustion model developed in this work. The model is based on the physics of turbulent flame propagation in SI engines and contains the most important control parameters, including ignition timing, variable valve timing, air-fuel ratio, and engine load mostly affected by combination of the throttle opening position and the previous three parameters. With 64 test points used for model calibration, the developed combustion model is shown to cover wide engine operating conditions, thereby significantly reducing the calibration effort. A Root Mean Square Error (RMSE) of 1.7 Crank Angle Degrees (CAD) and correlation coefficient (R2) of 0.95 illustrates the accuracy of the calibrated model. On-road vehicle testing data is used to evaluate the performance of the developed model-based burn duration and ignition timing algorithm. When comparing the model predicted burn duration and ignition timing with experimental data, 83% of the prediction error falls within ±3 CAD.

Sign in / Sign up

Export Citation Format

Share Document