Temperature measurement of end gas under knocking condition in a spark-igniyion engine by laser interferometry

Hamamoto, Yoshisuke; Tomita, Eiji; Jiang, Dongmin

doi:10.1016/0389-4304(94)90021-3

Cited by 12 publications

(6 citation statements)

References 9 publications

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“…With the actual bum profiles, the autoignition for both the SI and SACI cases occurs at 7j,'s between 1000 and 1100 K, which is in accordance with [16,17], For the fixed burn model, the fixed start of combustion and fixed bum rates can result in Tu overpredictions of up to 30 K and 7 deg CA earlier autoigni tion for HCCI compared to experiments. On the other hand, for SACI the fixed bum profile may force the combustion to start later than experiments, which in turn lowers the Tu's (by up to 55 K approximately), resulting in a later prediction of autoignition by up to 6 deg CA.…”

Section: Figures 5(a) and 5(b)supporting

confidence: 74%

A Comparison of Valving Strategies Appropriate For Multimode Combustion Within a Downsized Boosted Automotive Engine—Part I: High Load Operation Within the Spark Ignition Combustion Regime

Shingne

Gerow

Triantopoulos

et al. 2014

Journal of Engineering for Gas Turbines and Power

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As future downsized boosted engines may employ multiple combustion modes, the goal of the current work is the definition of valving strategies appropriate for moderate to high load spark ignition (SI) combustion and at low to moderate loads for spark assisted com pression ignition (SACI) combustion for an engine with variable valve timing capability and fixed camshaft profiles. The dilution and unburned gas temperature requirements for SACI combustion can be markedly different from those of SI; therefore it is important to ensure that a given valving strategy is appropriate for operation within both regimes. This paper compares one-dimensional (ID) thermodynamic simulations of rated engine operation with positive valve overlap (PVO) and a baseline negative valve overlap (NVO) camshaft design in a boosted automotive engine with variable valve timing capability. Several peak lifts and valve open durations are investigated to guide the down-selection of camshaft profiles for further evaluation under SACI conditions in a companion paper. While the results of this study are engine specific, rated performance predictions show that the duration of both the intake and exhaust camshafts significantlyimpacts the ability to achieve high load operation. While it was noted that the flow through the exhaust valves chokes for the majority of the exhaust stroke for peak exhaust lifts less than 8 mm, the aggressive engine rating of 194 kW at 5250 rpm could be achieved with peak intake lifts as low as 4 mm and baseline duration. Therefore, cam shafts with peak lifts of 814 mm exhaust!intake were down-selected to facilitate multimode combustion operation with high levels of PVO. Analysis of high load operation with the down-selected camshafts indicates that peak unburned gas temperatures remain low enough to mitigate end-gas knock, while other variables such as peak cylinder pressure, turbine inlet temperature, and turbocharger speed are all predicted to be within accepta ble limits.

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Section: Figures 5(a) and 5(b)supporting

confidence: 74%

A Comparison of Valving Strategies Appropriate For Multimode Combustion Within a Downsized Boosted Automotive Engine—Part I: High Load Operation Within the Spark Ignition Combustion Regime

Shingne

Gerow

Triantopoulos

et al. 2014

Journal of Engineering for Gas Turbines and Power

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show abstract

“…The value of T changes with density; it was approximately 0.45-0.8 K for these tests. These values indicate that our system can measure temperature at a better resolution than reported for the Mach-Zehnder optical system with polarization-preserving fibres and Köster prisms [21][22][23]. The resolution of temperature and time can be improved by using an A/D converter with higher sampling rate, and by increasing the length of the test section.…”

Section: Measurement Accuracymentioning

confidence: 69%

“…In these tests, the flame front movement and unburned gas flow should be considered. Experimental results [21] indicate that a flame front broadens with the distance from the spark point, because the flame front is not planar. When the flame first reaches the test beam, the beam is refracted so much that the interference signal is temporarily weakened; the flame arrival time can be determined from this phenomenon.…”

Section: Transient Temperature Of Unburned Gas Compressed By Flame De...mentioning

confidence: 99%

“…They encountered difficulties because the measurements are usually sensitive to mechanical vibration. Hamamoto et al [21] and Tomita et al [22,23] addressed some of these problems; they used modified Mach-Zehnder interferometry with polarization-preserving fibres and Köster prisms to measure the temperature change of a compressed unburned gas during flame propagation and to investigate the knock phenomenon. On the other hand, heterodyne interferometry [24] is fairly insensitive to the fluctuations in signal intensity caused by mechanical vibration, and is therefore often used to measure vibration.…”

Section: Introductionmentioning

confidence: 99%

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Unburned gas temperature measurement in a spark-ignition engine using fibre-optic heterodyne interferometry

Kawahara

Tomita

Kamakura

2001

Meas. Sci. Technol.

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A fibre-optic heterodyne interferometry system was developed to obtain the temperature histories of an unburned mixture with high temporal resolution non-intrusively. In laser interferometry, the effective optical path length of the test beam changes with the gas density and corresponding changes of the refractive index. Therefore, the temperature history of an unburned gas can be determined from the pressure and phase shift of the heterodyne signal. A polarization-preserving fibre is used to deliver the test beam to and from the test section, to improve the feasibility of the system as a sensor probe. The temperature of the unburned mixture in the end-gas region of a constant-volume combustion chamber and in an engine cylinder was measured during flame propagation. The accuracy of the measurements and the feasibility of this system are discussed. The measurement accuracy of our system was sufficient to be applied to temperature history measurement of an unburned gas compressed by flame propagation in a constant-volume combustion chamber. The uncertainty of this method is within ±10 K. The resolution of the temperature measurement is approximately 0.5 K, and is dependent on both the sampling clock speed of the A/D converter and the length of the test section. This fibre-optic heterodyne interferometry system can also be used for other applications that require a transient temperature with a fast response time.

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“…where p is cylinder pressure, A and B are calibration parameters, and T u is the unburned zone temperature, assuming that the combustion chamber is divided into two zones: burned and unburned. Since temperature of unburned gas is related to the combustion chamber pressure, 79 sometimes, the temperature measurement is used to detect knocking condition. As a result, Arrhenius function 80 can also be expressed in term of temperature T u shown in equation (40).…”

Section: Parameters Determinationmentioning

confidence: 99%

Review of engine control-oriented combustion models

Tang

Zhu

Men

2021

International Journal of Engine Research

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As requirements for continuously improving internal combustion engine fuel economy with satisfactory emissions, model-based control strategies are often used to optimize the combustion process. To apply advanced control techniques for closed-loop engine combustion control, control-oriented engine combustion models are necessary and they are physics-based, accurate enough for model-based control, computationally low cost, and capable of real-time simulations. In addition, control-oriented combustion model with adequate fidelity may need to adapt to physical system and environment changes over time to maintain model-based control performance, such as model-reference (guided) control, where the control-oriented combustion model runs in real-time to generate an error signal between physical system and reference-model output for feedback control. This paper provides a review of existing control-oriented engine combustion models, along with their associated applications. Three main groups of control-oriented combustion models are reviewed from simple to sophisticated physics-based dynamic models, including mean-value, Wiebe function-based, and reaction-based models. The fundamental principle of each model group is reviewed briefly and its applications are also addressed. At the macro level, a control-oriented engine model can be used for crank angle-based and/or cycle-based control. As the engine control hardware performance continuous improving with reduced cost, model-reference (guided) combustion control shall become reality since now it is feasible to run a physics-based control-oriented engine combustion model inside an engine control module. On the other hand, each model group, even for the simple mean-value model, has its own applicable scenarios.

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Temperature measurement of end gas under knocking condition in a spark-igniyion engine by laser interferometry

Cited by 12 publications

References 9 publications

A Comparison of Valving Strategies Appropriate For Multimode Combustion Within a Downsized Boosted Automotive Engine—Part I: High Load Operation Within the Spark Ignition Combustion Regime

A Comparison of Valving Strategies Appropriate For Multimode Combustion Within a Downsized Boosted Automotive Engine—Part I: High Load Operation Within the Spark Ignition Combustion Regime

Unburned gas temperature measurement in a spark-ignition engine using fibre-optic heterodyne interferometry

Review of engine control-oriented combustion models

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