A Phenomenological Model for Prediction Auto-Ignition and Soot Formation of Turbulent Diffusion Combustion in a High Pressure Common Rail Diesel Engine

Abstract

Abstract:A new phenomenological model, the TP (Temperature Phase) model, is presented to carry out optimization calculations for turbulent diffusion combustion in a high-pressure common rail diesel engine. Temperature is the most important parameter in the TP model, which includes two parts: an auto-ignition and a soot model. In the auto-ignition phase, different reaction mechanisms are built for different zones. For the soot model, different methods are used for different temperatures. The TP model is then implemented in KIVA code instead of original model to carry out optimization. The results of cylinder pressures, the corresponding heat release rates, and soot with variation of injection time, variation of rail pressure and variation of speed among TP model, KIVA standard model and experimental data are analyzed. The results indicate that the TP model can carry out optimization and CFD (computational fluid dynamics) and can be a useful tool to study turbulent diffusion combustion.

Research for the Turbulent Two-Phase Flow Governing Equations in Direct-Injection Engine

“…However, in applying the model to the spray produced by a high-pressure common-rail system breakup was seen to occur extremely rapidly, which led to a significant under prediction of the liquid and vapor penetration lengths. The TAB-model was found to be appropriate for injection pressure up to around 400 bar, which was also observed by Tanner et al [7,8]. An Extended TAB-model (TP) model is proposed and used to calculate cylinder pressure and corresponding heat release rates.…”

Effect of hydrogen–diesel dual-fuel usage on performance, emissions and diesel combustion in diesel engines

“…Emissions were investigated by the authors at idle and four different operation conditions. According to the results, at full load condition effect of 22 cl/min, the flow rate of hydrogen is negligible on CO 2 and NO x emissions, while 220 cl/min flow rate of hydrogen results in 1.16% increase in CO 2 , 11% reduction in PM emissions and considerable decrease in CO emissions.…”

“…1 In spite of reduced regulated emission levels thanks to the developments in technology, particulate matter (PM) fraction in tailpipe emissions increased. [2][3][4] According to air quality report in Europe, 1 PM ( 10 mm) emissions increased by (beyond the predetermined levels legislated by World Health Organization) 43% in concentrated traffic zones, 38% in urban regions, 25% in industrial regions and even 15% in rural regions. Main reason of this situation is increase in diesel engine equipped vehicles.…”

Effect of Hydrogen Addition at Different Levels on Emissions and Performance of a Diesel Engine

“…Despite a lot of measures taken by the European Union, renewable energy consumption level could not reach target value between 2010 and 2011 [1]. As known, diesel engines have to be used in transportation sector at least in the near future, however they emit oxides of nitrogen and particulate matter [2][3][4]. According to Air Quality Report in Europe, NOx emission values are 42% higher than from limit values in emission measurement points in 2011 [1].…”