Monte Carlo Simulation of Cycle by Cycle Variability

Brehob, Diana D.; Newman, Charles

doi:10.4271/922165

Cited by 49 publications

(16 citation statements)

References 19 publications

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“…Thus, this part of the combustion is expected to have the greatest problem with cycle to cycle variation. This is also supported in the literature [1], [8], [11], [24], [26], [27], [29], [38], [40], [42], [43], [54], [60], [67], [68], [70].…”

Section: Indicatorssupporting

confidence: 84%

Cycle to Cycle Variations in S.I. Engines - The Effects of Fluid Flow and Gas Composition in the Vicinity of the Spark Plug on Early Combustion

Johansson¹

1996

SAE Technical Paper Series

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Section: Indicatorssupporting

confidence: 84%

Cycle to Cycle Variations in S.I. Engines - The Effects of Fluid Flow and Gas Composition in the Vicinity of the Spark Plug on Early Combustion

Johansson¹

1996

SAE Technical Paper Series

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“…In general, the main sources of CCV have been identified by a number of physical factors: the stochastic nature of the in-cylinder fluid motion, variation of in-cylinder turbulence level and mixing of fuel, air and residual gases [1,2]. Variations of these quantities are visible in the initial flame kernel growth rate, in shifting of the flame center away from the spark plug location and in the turbulent burning rate.…”

Section: Introductionmentioning

confidence: 99%

Modelling of early flame kernel growth towards a better understanding of cyclic combustion variability in SI engines

Sjerić

Kozarac

Tatschl

2015

Energy Conversion and Management

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“…The values of C 1 and C 2 are 4 and 1 respectively. The exponential term in equation (11), which has been used before in SI combustion modelling [48,49], has been included to account explicitly for the increased importance of the turbulence intensity (relative to the laminar burning velocity) with increasing flame size. The initial value of L at the SOC is proportional to the instantaneous combustion chamber height with the proportionality constant C 4 set to 0.2, following Hill [50].…”

Section: Flame Zonementioning

confidence: 99%

“…The burn time represents the characteristic time taken for laminar burning to occur in a length scale corresponding to the Taylor scale l. The constant C 3 was assigned a value of 2.5 following reference [48]. Assuming isotropic turbulence, l is calculated from the expression [51]…”

Section: Flame Zonementioning

confidence: 99%

Multi-zone modelling of partially premixed low-temperature combustion in pilot-ignited natural-gas engines

Krishnan

Srinivasan

2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Detailed results from a multi-zone phenomenological simulation of partially premixed advanced-injection low-pilot-ignited natural-gas low-temperature combustion are presented with a focus on early injection timings (the beginning of (pilot) injection (BOI)) and very small diesel quantities (2-3 per cent of total fuel energy). Combining several aspects of diesel and spark ignition engine combustion models, the closed-cycle simulation accounted for diesel autoignition, diesel spray combustion, and natural-gas combustion by premixed turbulent flame propagation. The cylinder contents were divided into an unburned zone, several pilot fuel zones (or 'packets') that modelled diesel evaporation and ignition, a flame zone for natural-gas combustion, and a burned zone. The simulation predicted the onset of ignition, cylinder pressures, and heat release rate profiles satisfactorily over a wide range of BOIs (20-60u before top dead centre (before TDC)) but especially well at early BOIs. Strong coupling was observed between pilot spray combustion in the packets and premixed turbulent combustion in the flame zone and, therefore, the number of ignition centres (packets) profoundly affected flame combustion. The highest local peak temperatures (greater than 2000 K) were observed in the packets, while the flame zone was much cooler (about 1650 K), indicating that pilot diesel spray combustion is probably the dominant source of engine-out emissions of nitrogen oxide (NO x ). Further, the 60u before TDC BOI yielded the lowest average peak packet temperatures (about 1720 K) compared with the 20u before TDC BOI (about 2480 K) and 40u before TDC BOI (about 2700 K). These trends support experimental NO x trends, which showed the lowest NO x emissions for the 60u, 20u, and 40u before TDC BOIs in that order. Parametric studies showed that increasing the intake charge temperature, pilot quantity, and natural-gas equivalence ratio all led to higher peak heat release rates and hotter packets but the pilot quantity and intake temperature affected the potential for NO x formation to a greater extent.

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Monte Carlo Simulation of Cycle by Cycle Variability

Cited by 49 publications

References 19 publications

Cycle to Cycle Variations in S.I. Engines - The Effects of Fluid Flow and Gas Composition in the Vicinity of the Spark Plug on Early Combustion

Cycle to Cycle Variations in S.I. Engines - The Effects of Fluid Flow and Gas Composition in the Vicinity of the Spark Plug on Early Combustion

Modelling of early flame kernel growth towards a better understanding of cyclic combustion variability in SI engines

Multi-zone modelling of partially premixed low-temperature combustion in pilot-ignited natural-gas engines

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