A Methodology for Indirect Determination of Diesel Fuel Laminar Flame Speed

Schihl, Peter; Tasdemir, John

doi:10.4271/2004-01-0930

Cited by 1 publication

(2 citation statements)

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“…This study made the assumption that the reference laminar flame speed did not vary drastically between the two fuel samples and that bulk composition was similar enough to ensure each fuel demonstrated approximately the same trend versus cylinder temperature, pressure, and spray tip mean airfuel ratio (Schihl et al, 2004).…”

Section: Resultsmentioning

confidence: 99%

“…The first constant is the most difficult to assess and usually is chosen based on measurements acquired by various researchers in engines and in combustion bombs; the second constant is actually a physicochemical property of the fuel; the last constant represents the turbulent dissipation rate and tends to be on the order of a tenth based on a number of engines modeled in the past. Overall, the elimination of laminar flame speed as a constant would reduce LSCM down to a single constant model assuming that the dissipation rate is on the same order for a given combustion chamber geometry (Schihl and Tasdemir, 2004).…”

Section: Report Documentation Pagementioning

confidence: 99%

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Determination of Laminar Flame Speed of Diesel Fuel for Use in a Turbulent Flame Spread Premixed Combustion Model

Schihl¹,

Tasdemir²,

Bryzik³

2006

Transformational Science and Technology for the Current and Future Force

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One of the key challenges facing diesel engine system modelers lies in adequately predicting the fuel burning rate profile given the direct relationship between energy release and key performance parameters such as fuel economy, torque, and exhaust emissions. Current state-of-the-art combustion sub-models employed in such system simulation codes rely heavily on empiricism and successful application of such sub-models for new engine designs is highly dependent on past experience with similar combustion systems. One common approach to address this issue is to expend great effort choosing associated empirical coefficients over a range of similar combustion system designs thus improving the potential predictive capability of a given empirical model. But, continual combustion system development and design changes limit the extrapolation and application of such generic combustion system dependent coefficients to new designs due to various reasons including advancements in fuel injection systems, engine control strategy encompassing multiple injections, and combustion chamber geometry.In order to address these very difficult challenges, an extensive effort has been applied toward developing a physically based, simplified combustion model for military-relevant diesel engines known as the Large Scale Combustion Model (LSCM). Recent effort has been spent further refining the first stage of the LSCM two stage combustion model that is known as the premixed phase sub-model. This particular sub-model has been compared with high-speed cylinder pressure data acquired from two relevant direct injection diesel engines with much success based on a user defined parameter referred to as the laminar flame speed by the combustion community. It is a physically significant parameter that is highly dependent on local temperature, pressure, and oxygen concentration but little experimental effort has been spent determining its behavior for diesel fuel due to ignition constraints. This submission will discuss one approach of indirectly determining this key combustion parameter.

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Section: Resultsmentioning

confidence: 99%

Section: Report Documentation Pagementioning

confidence: 99%