Method for Estimating Compression Ratio and Heat Transfer Multiplier Using GT-Power and Experimental Pressure Traces

2021 ◽  
Author(s):  
Adam Klingbeil ◽  
Thomas Lavertu
Keyword(s):  
Heat Transfer ◽  
Compression Ratio ◽  
Experimental Pressure

Simulation of Extended Expansion Lean Burn Spark Ignition Engine

2004 ◽  
Author(s):  
A. Manivannan ◽  
R. Ramprabhu ◽  
P. Tamilporai ◽  
S. Chandrasekaran
Keyword(s):  
Heat Transfer ◽  
Compression Ratio ◽  
Thermal Efficiency ◽  
Numerical Study ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Valve Closure ◽  
Intake Valve ◽  
Lean Burn ◽  
Atkinson Cycle

This paper deals with Numerical Study of 4-stoke, Single cylinder, Spark Ignition, Extended Expansion Lean Burn Engine. Engine processes are simulated using thermodynamic and global modeling techniques. In the simulation study following process are considered compression, combustion, and expansion. Sub-models are used to include effect due to gas exchange process, heat transfer and friction. Wiebe heat release formula was used to predict the cylinder pressure, which was used to find out the indicated work done. The heat transfer from the cylinder, friction and pumping losses also were taken into account to predict the brake mean effective pressure, brake thermal efficiency and brake specific fuel consumption. Extended Expansion Engine operates on Otto-Atkinson cycle. Late Intake Valve Closure (LIVC) technique is used to control the load. The Atkinson cycle has lager expansion ratio than compression ratio. This is achieved by increasing the geometric compression ratio and employing LIVC. Simulation result shows that there is an increase in thermal efficiency up to a certain limit of intake valve closure timing. Optimum performance is attained at 90 deg intake valve closure (IVC) timing further delaying the intake valve closure reduces the engine performance.

Dimensionless Analysis of Pressure Drop and Heat Transfer on HTGR Coupled With Closed Brayton Cycle

2010 ◽  
Author(s):  
Zhenjia Yu ◽  
Xiaoyong Yang ◽  
Xiaoli Yu ◽  
Jie Wang
Keyword(s):  
Heat Transfer ◽  
Pressure Drop ◽  
Compression Ratio ◽  
High Efficiency ◽  
Great Influence ◽  
Brayton Cycle ◽  
Local Pressure ◽  
Reynolds Analogy ◽  
Pressure Drops ◽  
Frictional Pressure Drop

High temperature gas-cooled reactor with direct helium turbine cycle is based on the closed Brayton cycle. Its outstanding feature is the high efficiency of power generation. Pervious researches showed that recuperator was the key component to promote the cycle’s efficiency. And pressure drops in components were unavoidable in actual projects and had significant influence on cycle efficiency. A dimensionless model was proposed to analyze cycle’s features of HTGR coupled with gas turbine. The parameters’ effect on cycle’s efficiency was analyzed, with full consideration of the frictional and local pressure drops respectively. Under the restriction of materials and state-of-art of technologies, it showed that the cycle’s efficiency depended on compression ratio, recuperator’s effectiveness and pressure drops of components. However the pressure drop ratios of different components were inherently connected due to the closed cycle. Furthermore pressure drops inside the recuperator were also the function of effectiveness of the heat transfer based on the Reynolds analogy. Therefore cycle’s efficiency just depended on recuperator’s effectiveness with fixed compression ratio. So there existed optimal recuperator’s effectiveness and maximum cycle’s efficiency, which varied with the pressure ratio and other parameters as temperature ratio. The calculation also indicated that the pressure drop in pipes was close to that in heat exchangers. That was, the local pressure drop and frictional pressure drop should be considered respectively, and the local pressure drop made quite large reduction of cycle’s efficiency. The result also showed that local pressure drop had great influence on parameters such as optimal compression ratio and recuperator’s effectiveness.

Application of a Complex Nusselt Number to Heat Transfer During Compression and Expansion

1994 ◽  
Vol 116 (3) ◽  
pp. 536-542 ◽  
Author(s):  
A. A. Kornhauser ◽  
J. L. Smith
Keyword(s):  
Heat Transfer ◽  
Heat Flux ◽  
Nusselt Number ◽  
Temperature Difference ◽  
Rate Of Change ◽  
Transfer Model ◽  
Volume Data ◽  
Piston Cylinder ◽  
Compression And Expansion ◽  
Experimental Pressure

Heat transfer during compression and expansion can be out of phase with bulk gas-wall temperature difference. An ordinary convective heat transfer model is incapable of predicting this phenomenon. Expressions for compression/expansion heat transfer developed from simple conduction models use a complex heat transfer coefficient. Thus, heat flux consists of one part proportional to temperature difference plus a second part proportional to rate of change of temperature. Surface-averaged heat flux was calculated from experimental pressure-volume data for piston-cylinder gas springs over a range of speeds, pressures, gases, and geometries. The complex Nusselt number model proved capable of correlating both magnitude and phase of the measured heat transfer as functions of an oscillation Peclet number.

scholarly journals A Preliminary 1D-3D Analysis of the Darmstadt Research Engine Under Motored Condition

2020 ◽  
Vol 197 ◽  
pp. 06006
Author(s):  
Clara Iacovano ◽  
Fabio Berni ◽  
Alessio Barbato ◽  
Stefano Fontanesi
Keyword(s):  
Heat Transfer ◽  
Compression Ratio ◽  
Ad Hoc ◽  
Slight Modification ◽  
3D Models ◽  
Research Unit ◽  
Heat Fluxes ◽  
3D Analysis ◽  
Cfd Models ◽  
The Impact

In the present paper, 1D and 3D CFD models of the Darmstadt research engine undergo a preliminary validation against the available experimental dataset at motored condition. The Darmstadt engine is a single-cylinder optical research unit and the chosen operating point is characterized by a revving speed equal to 800 rpm with intake temperature and pressure of 24 °C and 0.95 bar, respectively. Experimental data are available from the TU Darmstadt engine research group. Several aspects of the engine are analyzed, such as crevice modeling, blow-by, heat transfer and compression ratio, with the aim to minimize numerical uncertainties. On the one hand, a GT-Power model of the engine is used to investigate the impact of blow-by and crevices modeling during compression and expansion strokes. Moreover, it provides boundary conditions for the following 3D CFD simulations. On the other hand, the latter, carried out in a RANS framework with both highand low-Reynolds wall treatments, allow a deeper investigation of the boundary layer phenomena and, thus, of the gas-to-wall heat transfer. A detailed modeling of the crevice, along with an ad hoc tuning of both blow-by and heat fluxes lead to a remarkable improvement of the results. However, in order to adequately match the experimental mean in-cylinder pressure, a slight modification of the compression ratio from the nominal value is accounted for, based on the uncertainty which usually characterizes such geometrical parameter. The present preliminary study aims at providing reliable numerical setups for 1D and 3D models to be adopted in future detailed investigations on the Darmstadt research engine.

CFD Modeling of the Hydrogen Fast Filling Process for Type 3 Cylinders and Cylinders Lined With Phase Change Material

2019 ◽  
Author(s):  
Miroslaw Liszka ◽  
Aleksandr Fridlyand ◽  
Ambalavanan Jayaraman ◽  
Michael Bonnema ◽  
Chakravarthy Sishtla
Keyword(s):  
Heat Transfer ◽  
Experimental Data ◽  
Phase Change ◽  
Conjugate Heat Transfer ◽  
Cfd Modeling ◽  
Computational Time ◽  
Filling Process ◽  
Transfer Case ◽  
Type 3 ◽  
Experimental Pressure

Abstract A simulation of the fast filling of a 195-liter type 3 tank with hydrogen was completed with ANSYS Fluent as a baseline case for developing a CFD model capable of accurately modeling the hydrogen cylinder filling process. 141-second profiles of mass flow and temperature of the incoming hydrogen flow into the cylinder were prescribed from experimental data previously collected at the Gas Technology Institute (GTI) in Des Plaines, IL. All the simulations were completed with the coupled pressure based algorithm with the K-Omega SST turbulence model and real gas NIST properties (REFPROP) to capture the effects of compressibility of hydrogen during the filling process. Gravity was enabled in the axial direction of the cylinder. The initial pressure and temperature in the cylinder were 124 bar and 292.3 K, respectively, with a target, experimental pressure of 383 bar at the end of the filling. For the initial case, the walls of the cylinder were modelled as adiabatic to reduce the computational effort. The final pressure and temperature of the adiabatic wall case matched the experimental pressure and temperature within approximately 30 bar and 6 degrees, respectively. The overall pressure and temperature profiles over the course of the filling process also provided a good match between the simulation results and experimental data. A conjugate heat transfer case with the aluminum liner as part of the domain and an adiabatic outer wall was attempted in order to capture the heat transfer to the liner. The conjugate heat transfer case provided promising results but was taxing in the computational time needed to simulate the entire filling process. A User Defined Function (UDF) for a simple lumped heat capacitance model was applied at the wall to model the wall temperature and capture the heat transfer occurring to the wall while reducing the time needed to complete the simulation. The final pressure prediction for this case was excellent, within 3 bar of the experimental value, and matched it accurately for the duration of the fill process. The final temperature prediction worsened and exceeded the experimental value by 16 degrees Celsius. The UDF model also allowed the ability to easily explore more exotic liners such as Phase Change Materials (PCM) which were also simulated in this work.

Fundamental Explorations of Spring-Varied, Free Piston Linear Engine Devices

2014 ◽  
Author(s):  
Matthew C. Robinson ◽  
Nigel N. Clark
Keyword(s):  
Heat Transfer ◽  
Compression Ratio ◽  
Combustion Engine ◽  
System Stability ◽  
Otto Cycle ◽  
Restoring Force ◽  
Free Piston ◽  
Mass System ◽  
Heat Addition ◽  
Linear Engine

The conventional crank-based internal combustion engine faces many challenges to remain a viable option for electric power generation. Limitations in mechanical, thermal, and combustion efficiencies must be overcome by innovations in existing technologies and progress towards new ones. The free piston linear engine (FPLE) is a device with the potential to meet these challenges. Friction losses are reduced by avoiding rotational motion and linkages. Instead, electrical power is generated by the oscillation of the translator through a stator. Meanwhile, naturally variable compression ratio provides a unique platform to employ advanced combustion regimes. Possibly high variations in stroke length also result in unknown dead center piston positions and greater difficulties in compression control as compared to conventional engines. Without control, adverse occurrences such as misfire, stall, over-fueling, and rapid load changes pose greater complications for stable system operation. Based on previous research, it is believed that incorporating springs will advance former designs by both increasing system frequency and providing a restoring force to improve cycle-to-cycle stability. Despite growing interest in the FPLE, current literature does not address the use of springs within a dual, opposed piston design. This investigation is an extension of recent efforts in the fundamental analysis of such a device. Previous work by the authors combined the dynamics of a damped, spring mass system with in-cylinder thermodynamic expressions to produce a closed-form non-dimensional model. Simulations of this model were used to describe ideal Otto cycle as the equilibrium operating point. The present work demonstrates more realistic modelling of the device in three distinct areas. In the previous model, the work term was a constant coefficient over the length of the stroke, instantaneous heat addition (representing combustion) was only seen at top dead center positions, and the use of the Otto cycle included no mechanism for heat transfer except at dead center positions. Instead, a position based sinusoid is employed for the work coefficient causing changes to the velocity and acceleration profiles. Instantaneous heat addition prior to top dead center is allowed causing the compression ratio to decrease towards stable, Otto operation. And, a simple heat transfer scheme is used to permit cylinder gas heat exchange throughout the stroke resulting in deviation from Otto operation. Regardless, simulations show that natural system stability arises under the right conditions. Highest efficiencies are achieved at a high compression ratio with minimal heat transfer and near-TDC combustion.

scholarly journals Miller Cycle Analysis Using EGM

2005 ◽  
Author(s):  
Bernardo Ribeiro ◽  
Jorge Martins
Keyword(s):  
Heat Transfer ◽  
Entropy Generation ◽  
Compression Ratio ◽  
Internal Combustion Engines ◽  
Combustion Engines ◽  
Miller Cycle ◽  
Valve Timing ◽  
Entropy Generation Minimization ◽  
Flow And Heat Transfer ◽  
Variable Valve

The Entropy Generation Minimization (EGM) method is based on the analysis by three sciences (thermodynamics, fluid flow and heat transfer) of the different processes that may occur in a system or in an equipment. Herein the EGM method is applied to internal combustion engines to determine the entropy generation caused by different processes. A model incorporating entropy generation calculations is used to assess various engines configurations. Otto cycle was tested and Variable Valve Timing (VVT) and Variable Compression Ratio (VCR) were applied so thermodynamic benefits could be tested and evaluated. With the referred model, the Miller cycle variables are analyzed in order to establish the best working conditions of an engine under a certain load. The intake and exhaust valve timing, combustion start, compression ratio adjustment and heat transfer are the variables for which a best working condition is determined based on the minimization of the entropy generation of the several engine processes.

Method for Estimating Compression Ratio and Heat Transfer Multiplier Using GT-Power and Experimental Pressure Traces

2020 ◽  
Author(s):  
Adam Klingbeil ◽  
Thomas Lavertu
Keyword(s):  
Heat Transfer ◽  
Compression Ratio ◽  
Engine Performance ◽  
Cylinder Pressure ◽  
Transfer Coefficients ◽  
Heat Transfer Coefficients ◽  
Power Simulation ◽  
Peak Cylinder Pressure ◽  
Crank Angle ◽  
Rate Of Heat Release

Abstract Crank-angle resolved cylinder pressure data is valuable for characterizing engine performance and various techniques have been developed for post-processing the pressure traces to understand the rate of heat release and its overall impact on engine performance. However, many of these techniques rely on accurate knowledge of the compression ratio, which may not be well-known because of uncertainties in component dimensions for new and rebuilt engines. Additionally, uncertainties in cylinder pressure referencing and top dead center (TDC) offset can lead to variation in the calculation of these parameters. A method was developed to estimate the compression ratio and heat transfer sensitivity for large bore diesel engines using GT-Power and experimental cylinder pressure traces. An injector cutout method was used on a 228.6mm bore 16-cylinder engine to record motoring cylinder pressure traces for an individual cylinder. The cylinder pressure traces were pegged thermodynamically by matching the slope of a 40-deg window of the compression trace with that of a GT-power simulation of a similar condition. Once the cylinder pressure was properly referenced, it was found that the compression ratio of the cylinder could be estimated by matching the slope of the compression trace over a larger crank angle window. Additionally, it is shown that the location of peak cylinder pressure is dependent on heat transfer and if the location of peak cylinder pressure relative to top dead center is accurately known, then the heat transfer coefficients in GT-Power can be estimated. For an engine where the exact compression ratio may not be known due to variations in hardware dimensions (for both new and rebuilt engines), this method provides a simple path to estimating compression ratio. Furthermore, by measuring the exact location of TDC and comparing that to the location of peak cylinder pressure, heat transfer can be estimated.

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