IC engine in-cylinder cold-flow analysis – A critical review

Jamil, Abdullah; Baharom, Masri B.; Aziz, Abdul Rashid Abdul

doi:10.1016/j.aej.2021.01.040

Cited by 15 publications

(6 citation statements)

References 73 publications

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“…Chemistry, combustion and spark ignition are modeled in internal combustion engine and CVC, relying on the dynamic thickened flame model (DTFLES) [31] and the Energy Deposition (ED) model used in literature [14,21,24,25,30,38,39]. C 3 H 8 -air flame chemistry is described using a novel 2-steps scheme based on Arrhenius type reaction rates.…”

Section: Ignition and Turbulent Combustion Modellingmentioning

confidence: 99%

Large Eddy Simulation of a Pistonless Constant Volume Combustor: A New Concept of Pressure Gain Combustion

Detomaso

Laera

Pouech

et al. 2022

Journal of Engineering for Gas Turbines and Power

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Classical gas turbine thermodynamic cycle has undergone no change over the last decades. The most important efficiency improvements have been obtained reducing thermal losses and raising the overall pressure ratio and peak temperature. Pressure Gain Combustion (PGC) represents an interesting solution to break out current technological limits. Cycle models show that a pressure raise across the combustion process would reduce the fuel consumption, increasing the efficiency. Providing an efficiency close to the corresponding detonative technological concepts, Constant Volume Combustion (CVC) represents a viable solution that still needs to be studied. In the current work, the CV2 (Constant-Volume Combustion Vessel) installed at the Pprime laboratory (France) is numerically investigated using the high-fidelity compressible Large Eddy Simulation (LES) solver AVBP. All the phases of the CVC cycle, i.e. air intake, fuel injection, spark-ignited combustion and exhaust, are considered in the LES. Intake and exhaust valves are properly represented by novel boundary conditions able to mimic the valves impact on the flow without solving their motion and dynamics during the simulation, reducing the computational costs. The spark ignition is modeled as an energy deposition term added to the energy equation. The combustion phase is treated by the dynamic version of the Thickened Flame model extended to deal with non-constant pressure combustion. Time-resolved Particle Imaging Velocimetry and pressure measurement inside the chamber reveal that cold and reactive turbulent flow are well captured in all the phases, showing the reliability of the approach and the models used.

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Section: Ignition and Turbulent Combustion Modellingmentioning

confidence: 99%

Large Eddy Simulation of a Pistonless Constant Volume Combustor: A New Concept of Pressure Gain Combustion

Detomaso

Laera

Pouech

et al. 2022

Journal of Engineering for Gas Turbines and Power

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“…11,12 The in-cylinder flow characteristics of an engine have a significant influence on mixture formation and combustion events. 13 This in-cylinder flow is influenced by the shape of the piston. 14 Therefore, several studies were conducted to investigate the effects of various piston shapes on in-cylinder flow.…”

Section: Introductionmentioning

confidence: 99%

Effects of piston crown designs on in-cylinder flow and mixture formation in gasoline direct injection engine under the lean burn condition

Kim

Shin

Kim

et al. 2023

International Journal of Engine Research

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In this study, the effects of piston shapes on in-cylinder flow characteristics and mixture formation in the lean condition was analyzed using the PIV method and CFD (CONVERGE v2.4). The four-piston geometries were concave, flat, convex, and base pistons, and the pistons were mounted on a GDI engine with transparent quartz. To quantify in-cylinder flow characteristics, the mean velocity, tumble ratio, turbulent kinetic energy, and tumble center were calculated. In addition, to analyze the effects of the difference in piston shapes in detail, the velocity fraction was calculated by dividing the cylinder area into three. In-cylinder flow was compared for the case without injection and the case with injection. There were four timed injections at C.A. 420°, 480°, 540°, and 600°, and the mixture characteristics were investigated in the cases of 480° and 600° injection. In the intake process and early compression process, there was no significant difference in the quantitative values for the shape of the piston regardless of the presence or absence of injection. However, the effects of the piston crown designs increased in the later compression process. As a result, the highest turbulent kinetic energy was found using a flat piston with a relatively high tumble ratio and swirl ratio in the absence of injection. The mixture formation was similar for all piston crown designs when injected at the crank angle of 480°. However, when the crank angle of 600° was injected, a stagnant fuel area was formed using the base-type piston, so it was difficult to secure sufficient fuel near the center of the cylinder.

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“…Designed specific internal combustion engines should be developed in such a manner to meet emission standards globally by minimizing poisonous concentrations in smoke and by minimizing fuel consumed [2]. This task can be achieved by controlling the combustion process, adding additives, and normalizing exhaust gas emissions in the afterburning process [3][4][5]. For a long, it has been observed that fluid motion or turbulence within the combustion chamber is the most important parameter which controls the combustion process.…”

Section: Introductionmentioning

confidence: 99%

Review Analysis on CFD Techniques and Numerical Methods for IC Engines Fueled with Diesel and Biofuels

Bhavesh Pathak,

Asfakahemad Shekh,

Nikul Patel

et al. 2023

ARFMTS

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Over the years, there has been a drastic reduction in petroleum-based fuel stocks and stringent emission requirements for internal combustion engines by environmental authorities around the world. A marginal improvement in efficiency and emissions shows significant benefits. Fluid motion within the combustion chamber plays a vital role and is considered a crucial parameter for controlling the combustion process. The fuel supply system or induction system of the Spark Ignited engine prepares and controls air-fuel mixing. The system in the SI engine is capable of generating bulk motion and turbulence prior to the ignition process. In the CI engine Induction system (Swirl and Tumble), the shape of the chamber (Squish) controls the path and quality of air whereas the diesel injection system controls Spray characteristics (Penetration, Atomization, Break-up, and Evaporation of Spray). During the last three decades, a lot of efforts have been made by researchers to develop multidimensional fluid dynamics codes for the prediction of flow in an engine for reducing engine development time and cost. To be a more trusted and acceptable tool, the results of numerical analysis of the combustion chamber. and its fluid dynamics have to show accuracy in the prediction of emission standards and combustion parameters by taking the minimum possible time. This article reviews the methods and results of numerical analysis and CFD results of CI engines run on diesel and biofuels. It also reviews results and their accuracy for different CFD.

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IC engine in-cylinder cold-flow analysis – A critical review

Cited by 15 publications

References 73 publications

Large Eddy Simulation of a Pistonless Constant Volume Combustor: A New Concept of Pressure Gain Combustion

Large Eddy Simulation of a Pistonless Constant Volume Combustor: A New Concept of Pressure Gain Combustion

Effects of piston crown designs on in-cylinder flow and mixture formation in gasoline direct injection engine under the lean burn condition

Review Analysis on CFD Techniques and Numerical Methods for IC Engines Fueled with Diesel and Biofuels

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