Bayesian estimate of pre-mixed and diffusive rate of heat release phases in marine diesel engines

2016 ◽  
Vol 39 (5) ◽  
pp. 1835-1844 ◽  
Author(s):  
Marcelo A. Pasqualette ◽  
Diego C. Estumano ◽  
Fabiana C. Hamilton ◽  
Marcelo J. Colaço ◽  
Albino J. K. Leiroz ◽  
...  
Keyword(s):  
Heat Release ◽  
Diesel Engines ◽  
Bayesian Estimate ◽  
Marine Diesel ◽  
Rate Of Heat Release

An Improved Rate of Heat Release Model for Modern High-Speed Diesel Engines

2017 ◽  
Vol 139 (9) ◽  
Author(s):  
Peter G. Dowell ◽  
Sam Akehurst ◽  
Richard D. Burke
Keyword(s):  
Heat Release ◽  
Diesel Engines ◽  
Engine Speed ◽  
Fuel Injection ◽  
Maximum Pressure ◽  
Injection Model ◽  
Wall Impingement ◽  
Small Set ◽  
Rate Of Heat Release ◽  
Engine System

To meet the increasingly stringent emissions standards, diesel engines need to include more active technologies with their associated control systems. Hardware-in-the-loop (HiL) approaches are becoming popular where the engine system is represented as a real-time capable model to allow development of the controller hardware and software without the need for the real engine system. This paper focusses on the engine model required in such approaches. A number of semi-physical, zero-dimensional combustion modeling techniques are enhanced and combined into a complete model, these include—ignition delay, premixed and diffusion combustion and wall impingement. In addition, a fuel injection model was used to provide fuel injection rate from solenoid energizing signals. The model was parameterized using a small set of experimental data from an engine dynamometer test facility and validated against a complete data set covering the full engine speed and torque range. The model was shown to characterize the rate of heat release (RoHR) well over the engine speed and load range. Critically, the wall impingement model improved R2 value for maximum RoHR from 0.89 to 0.96. This was reflected in the model's ability to match both pilot and main combustion phasing, and peak heat release rates derived from measured data. The model predicted indicated mean effective pressure and maximum pressure with R2 values of 0.99 across the engine map. The worst prediction was for the angle of maximum pressure which had an R2 of 0.74. The results demonstrate the predictive ability of the model, with only a small set of empirical data for training—this is a key advantage over conventional methods. The fuel injection model yielded good results for predicted injection quantity (R2 = 0.99) and enabled the use of the RoHR model without the need for measured rate of injection.

Influence of the Indicator Channel and Indicator Valve on the Heat Release Characteristics of Medium Speed Marine Diesel Engines

2013 ◽  
Vol 588 ◽  
pp. 149-156 ◽  
Author(s):  
Stanisław Polanowski ◽  
Rafał Pawletko ◽  
Kazimierz Witkowski
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Diesel Engines ◽  
Diagnostic Information ◽  
Injection System ◽  
Indicator Diagram ◽  
Medium Speed ◽  
Marine Diesel ◽  
The Impact

Analysis of the indicator diagram is the basis of technical state evaluation of marine diesel engines. The indicator diagram contains a large amount of diagnostic information. A major problem for the diagnostic use of the indicator diagram is the pressure sensor location. Indicator channel and valve may introduce significant distortions in the resulting pressure. The paper presents results of research conducted on the medium speed laboratory engine Al 25/30. Pressure measurement (indication) was made by the sensor placed directly in the cylinder (instead of starting air valve), before the indicator valve (with special Kistler adapter) and on the indicator valve. Distortion of heat release characteristics for the sensor placed on the indicator valve is important, but it is estimated that diagnostic information is not erased. For medium speed engines is to be expected the use of a portable pressure sensors placed on the indicator valve. For this reason, further research is needed to assess the impact of channels and valves on different cylinders. During the research the course of heat release rate q and the heat released Q were determined. The curve of heat release rate q is a full equivalent to fuel injection pressure curve in the fuel pipes. It allows identification of the failure of the injection system. The curve of Q allows such determination and assessment of internal efficiency of the cylinder.

A Study on the Numerical Prediction of Heat Release Rate and NOx Production in Medium-Speed Marine Diesel Engines

2003 ◽  
Author(s):  
Joo Youn Kim ◽  
Wook Hyeon Yoon ◽  
Ji Soo Ha
Keyword(s):  
Heat Release ◽  
Diesel Engines ◽  
High Speed ◽  
Digital Camera ◽  
Numerical Results ◽  
Spray Angle ◽  
Nox Formation ◽  
Time Resolved ◽  
Medium Speed ◽  
Marine Diesel

Prediction of the ROHR (rate of heat release) and NOx production in medium-speed marine diesel engines was investigated. The subject of this paper is qualitative and quantitative evaluation of the numerical results. FIRE code v8.1 was used to examine the behavior of spray and combustion phenomena in diesel engine. Wave breakup and Zeldovich models were adopted to describe the atomization characteristics and NOx formation. The spray visualization was performed experimentally in the constant-volume high-pressure chamber to clarify numerical results on the spray characteristics of the spray angle and penetration. Time-resolved spray behaviors were captured by high-speed digital camera. The simulation results were tested with the experimental data of the real engine. Finally, with adjustment of some model constants, reasonable agreements between experimental and simulated results on the ROHR and NOx were shown.

scholarly journals Study of the influence of compression ratio on the rate of heat release in small displacement Diesel engines

2018 ◽  
Vol 11 (21) ◽  
pp. 1-8
Author(s):  
Jorge Duarte Forero ◽  
Guillermo E. Valencia ◽  
Luis G. Obregon ◽  
◽  
◽  
...  
Keyword(s):  
Heat Release ◽  
Compression Ratio ◽  
Diesel Engines ◽  
Small Displacement ◽  
Rate Of Heat Release

The Problem of Predicting Rate of Heat Release in Diesel Engines

1969 ◽  
Vol 184 (10) ◽  
pp. 192-202 ◽  
Author(s):  
H. C. Grigg ◽  
M. H. Syed
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Chemical Kinetics ◽  
Diesel Engines ◽  
Turbulent Mixing ◽  
Air Entrainment ◽  
Experimental Results ◽  
Fuel Sprays ◽  
Rate Of Heat Release ◽  
Kinetics Of

Two simple models for the rate of heat release in diesel engines are described. The factors taken into account in the models are rate of entrainment of air into the fuel sprays, the rate of turbulent mixing of fuel and air within the spray, and the chemical kinetics of burning. The models differ in their treatment of the rate of air entrainment. Comparisons are made with experimental results for a diesel engine running at two speeds and a variety of turbocharging ratios. The overall agreement with experiment in respect of shape of rate of heat release diagram is good, with the exception of the naturally aspirated cases where the rate of air entrainment is too low.

Rate of Heat Release in High-Speed Indirect Injection Diesel Engines

1969 ◽  
Vol 184 (10) ◽  
pp. 122-129 ◽  
Author(s):  
C. M. Bowden ◽  
B. S. Samaga ◽  
W-T. Lyn
Keyword(s):  
Heat Release ◽  
Diesel Engines ◽  
High Speed ◽  
Empirical Scheme ◽  
Rate Of Heat Release ◽  
Semi Empirical ◽  
The Relationship

The rates of injection and heat release of two designs of indirect-injection diesel engines have been studied over a range of speed, load, and timing. The relationship between these two quantities is significantly different from that previously found for open-chamber engines. It is suggested that only part of the air is available for mixing in a divided-chamber engine, and the movement of the piston controls to some extent the availability of the remaining part of the air. A semi-empirical scheme is proposed for relating the rate of injection to the rate of heat release for this type of engine.

An Improved Rate of Heat Release Model for Modern High Speed Diesel Engines

2016 ◽  
Author(s):  
Peter G. Dowell ◽  
Sam Akehurst ◽  
Richard D. Burke
Keyword(s):  
Heat Release ◽  
Diesel Engines ◽  
Engine Speed ◽  
Fuel Injection ◽  
Maximum Pressure ◽  
Injection Model ◽  
Wall Impingement ◽  
Small Set ◽  
Rate Of Heat Release ◽  
Engine System

To meet the increasingly stringent emissions standards, Diesel engines need to include more active technologies with their associated control systems. Hardware-in-the-Loop (HiL) approaches are becoming popular when the engine system is represented as a real-time capable model to allow development of the controller hardware and software without the need for the real engine system. This paper focusses on the engine model required in such approaches. A number of semi-physical, zero-dimensional combustion modelling techniques are enhanced and combined into a complete model, these include — ignition delay, pre-mixed and diffusion combustion and wall impingement. In addition, a fuel injection model was used to provide fuel injection rate from solenoid energizing signals. The model was parameterized using a small set of experimental data from an engine dynamometer test facility and validated against a complete data set covering the full engine speed and torque range. The model was shown to characterize Rate of Heat Release (RoHR) well over the engine speed and load range. Critically the wall impingement model improved R2 value for maximum RoHR from 0.89 to 0.96. This reflected in the model’s ability to match both pilot and main combustion phasing, and peak heat release rates derived from measured data. The model predicted indicated mean effective pressure and maximum pressure with R2 values of 0.99 across the engine map. The worst prediction was for the angle of maximum pressure which had an R2 of 0.74. The results demonstrate the predictive ability of the model, with only a small set of empirical data for training — this is a key advantage over conventional methods. The fuel injection model yielded good results for predicted injection quantity (R2 = 0.99), and enables the use of the RoHR model without the need for measured rate of injection.

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