Cycle-Resolved LDV Measurements In a Motored Diesel Engine and Comparison with K-ε Model Predictions

Loye, A. O. zur; Siebers, Dennis L.; McKinley, Thomas L.; Ng, Hoon Kiat; Primus, Roy J.

doi:10.4271/890618

Cited by 30 publications

(10 citation statements)

References 51 publications

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“…The engine has a bore of 139.7 mm and a stroke of 152.4 mm with a concentric flat-bottomed bowl in the extended optical piston, yielding a displacement of 2.34 liters for its one cylinder. The cylinder head produces a nearly quiescent charge, with a swirl ratio of approximately 0.5 near top dead center (TDC) [17]. A more complete description of the optical engine is available in Refs.…”

Section: Experimental Facilitiesmentioning

confidence: 99%

Gradient effects on two-color soot optical pyrometry in a heavy-duty DI diesel engine

Musculus

Singh

Reitz

2008

Combustion and Flame

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Section: Experimental Facilitiesmentioning

confidence: 99%

Gradient effects on two-color soot optical pyrometry in a heavy-duty DI diesel engine

Musculus

Singh

Reitz

2008

Combustion and Flame

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“…These dimensions are retained in the optical-access engine, and a production Cummins N-series cylinder head is used so that the production engine intake port geometry is also preserved. The incylinder flow field of a similar Cummins N-series research engine has been examined under motored conditions and found to be nearly quiescent [24]. Figure 1 presents a schematic of the engine, and Table 1 summarizes its specifications.…”

Section: Optical-access Enginementioning

confidence: 99%

OH Radical Imaging in a DI Diesel Engine and the Structure of the Early Diffusion Flame

Dec¹,

Coy²

1996

SAE Technical Paper Series

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Laser-sheet imaging studies have considerably advanced our understanding of diesel combustion; however, the location and nature of the flame zones within the combusting fuel jet have been largely unstudied. To address this issue, planar laser-induced fluorescence (PLIF) imaging of the OH radical has been applied to the reacting fuel jet of a direct-injection diesel engine of the "heavy-duty" size class, modified for optical access. An Nd:YAG-based laser system was used to pump the overlapping Q19 and Q28 lines of the (1,O) band of the A+X transition at 284.01 nm, while the fluorescent emission from both the (0,O) and (1,l) bands (308 to 320 nm) was imaged with an intensified video camera. This scheme allowed rejection of elastically scattered laser light, PAH fluorescence, and laser-induced incandescence.OH PLIF is shown to be an excellent diagnostic for diesel diffusion flames. The signal is strong, and it is confined to a narrow region about the flame front because the threebody recombination reactions that reduce high flame-front OH concentrations to equilibrium levels occur rapidly at diesel pressures. No signal was evident in the fuel-rich premixed flame regions where calculations and burner experiments indicate that OH concentrations will be below detectable limits. Temporal sequences of OH PLIF images are presented showing the onset and development of the early diffusion flame up to the time that soot obscures the images. These images show that the diffusion flame develops around the periphery of the downstream portion of the reacting fuel jet about half way through the premixed burn spike. Although affected by turbulence, the diffusion flame remains at the jet periphery for the rest of the imaged sequence. The images also show many details of the diffusion flame structure including its upstream extent. Finally, the location and nature of the diffusion flames are discussed with respect to previously reported soot and fuel distributions.

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“…These dimensions are retained in the optical-access engine, and a production Cummins N-series cylinder head is used so that the production engine intake port geometry is also preserved. The incylinder flow field of a similar Cummins N-series research engine has been examined under motored conditions and found to be nearly quiescent [26]. Figure 1 presents a sche matic of the engine, and Table 1 summarizes its specifications.…”

Section: Optical-access Enginementioning

confidence: 99%

The Effect of TDC Temperature and Density on the Liquid-Phase Fuel Penetration in a D. I. Diesel Engine

Espey¹,

Dec²

1995

SAE Technical Paper Series

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A parametric study of the liquid-phase fuel penetration of evaporating Diesel fuel jets has been conducted in a direct--injection Diesel engine using laser elastic-scatter imaging.The experiments were conducted in an optically accessible Diesel engine of the "heavy-duty" size class at a representative medium speed (1200 rpm) operating condition. The density and temperature at TDC were varied systematically by adjusting the intake temperature and pressure.At all operating conditions the measurements show that initially the liquid fuel penetrates almost linearly with increasing crank angle until reaching a maximum length. Then, the liquid-fuel penetration length remains fairly constant although fuel injection continues. At a TDC density of 16.6 kg/ms and a temperature of about lo00 K the maximum a penerration length is approximately 23 mm. However, it varies significantly as TDC conditions are changed, with the liquid-length Wing less at higher temperatures and at higher densities. The corresponding apparent heat release rate plots are presented and the results of the liquid-phase fuel penetration are discussed with respect to the ignition delay and premixed burn fraction.

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Cycle-Resolved LDV Measurements In a Motored Diesel Engine and Comparison with K-ε Model Predictions

Cited by 30 publications

References 51 publications

Gradient effects on two-color soot optical pyrometry in a heavy-duty DI diesel engine

Gradient effects on two-color soot optical pyrometry in a heavy-duty DI diesel engine

OH Radical Imaging in a DI Diesel Engine and the Structure of the Early Diffusion Flame

The Effect of TDC Temperature and Density on the Liquid-Phase Fuel Penetration in a D. I. Diesel Engine

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