Analysis of the Influence of Droplet Breakup Time using Kelvin-Helmholtz Model, on the Diesel Spray Formation, Evaporation and Combustion

2021 ◽  
Vol 18 (4) ◽  
Author(s):  
Yesid Ortiz Sanchez ◽  
Elkin Gregorio Flórez Serrano ◽  
Dairo Hernan Mesa Grajales
Keyword(s):  
Direct Injection ◽  
Maximum Growth ◽  
Kinetic Mechanism ◽  
Maximum Growth Rate ◽  
Droplet Breakup ◽  
Droplet Radius ◽  
Navier Stokes ◽  
Compression Ignition Engine ◽  
Spray Formation ◽  
Breakup Time

A numerical simulation of the intake and compression stroke and fuel spray and combustion in a direct injection compression ignition engine was performed using the Converge CFD software. For this purpose, the Reynolds Average Navier-Stokes (RANS) k-e RNG model and an n-dodecane kinetic mechanism were used in order to obtain the flow fields in the cylinder and to perform the breakup time analysis of the Kelvin-Helmholtz model in the variables related to the spray and combustion. The turbulent flow inside the cylinder was analysed, obtaining consistent results with experimental pressure data and other research authors. The droplet breakup time is evaluated as a function of the breakup time constant (B1), the initial droplet radius (ro), the wavelength  and the maximum growth rate ( . The results indicate that the numerical method and the models used in this work are adequate to perform subsequent representative combustion analyses with values of B1=7.  It was possible to show that the formation of the species OH is greater for low values of B1. Also, higher values of the breakup time, variables such as temperature, pressure, fuel evaporation, ignition delay, and species formation are affected.

Ozone-Assisted Combustion—Part I: Literature Review and Kinetic Study Using Detailed n-Heptane Kinetic Mechanism

2014 ◽  
Vol 136 (9) ◽  
Author(s):  
Christopher Depcik ◽  
Michael Mangus ◽  
Colter Ragone
Keyword(s):  
Ignition Delay ◽  
Equivalence Ratio ◽  
Atomic Oxygen ◽  
Direct Injection ◽  
Kinetic Mechanism ◽  
Combustion Model ◽  
Ozone Decomposition ◽  
Compression Ignition ◽  
Review Of The Literature ◽  
Compression Ignition Engine

In this first paper, the authors undertake a review of the literature in the field of ozone-assisted combustion in order to summarize literature findings. The use of a detailed n-heptane combustion model including ozone kinetics helps analyze these earlier results and leads into experimentation within the authors' laboratory using a single-cylinder, direct-injection compression ignition engine, briefly discussed here and in more depth in a following paper. The literature and kinetic modeling outcomes indicate that the addition of ozone leads to a decrease in ignition delay, both in comparison to no added ozone and with a decreasing equivalence ratio. This ignition delay decrease as the mixture leans is counter to the traditional increase in ignition delay with decreasing equivalence ratio. Moreover, the inclusion of ozone results in slightly higher temperatures in the cylinder due to ozone decomposition, augmented production of nitrogen oxides, and reduction in particulate matter through radial atomic oxygen chemistry. Of additional importance, acetylene levels decrease but carbon monoxide emissions are found to both increase and decrease as a function of equivalence ratio. This work illustrates that, beyond a certain level of assistance (approximately 20 ppm for the compression ratio of the authors' engine), adding more ozone has a negligible influence on combustion and emissions. This occurs because the introduction of O3 into the intake causes a temperature-limited equilibrium set of reactions via the atomic oxygen radical produced.

Mapping the combustion modes of a dual-fuel compression ignition engine

2021 ◽  
pp. 146808742110183
Author(s):  
Jonathan Martin ◽  
André Boehman
Keyword(s):  
Direct Injection ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Combustion Modes ◽  
Si Engines ◽  
Dual Fuel Combustion ◽  
Soot Emissions ◽  
Ci Engines

Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO2) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NOx) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NOx and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NOx and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NOx and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NOx and soot reductions, can reduce engine-out CO2 emissions by about 1% while reducing NOx and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

scholarly journals Manifold reduction techniques for the comparison of crank angle-resolved particle image velocimetry (PIV) data and Reynolds-averaged Navier-Stokes (RANS) simulations in a spark ignition direct injection (SIDI) engine

2021 ◽  
pp. 146808742110131
Author(s):  
Xiaohang Fang ◽  
Li Shen ◽  
Christopher Willman ◽  
Rachel Magnanon ◽  
Giuseppe Virelli ◽  
...  
Keyword(s):  
Flow Field ◽  
Particle Image ◽  
Direct Injection ◽  
Linear Manifold ◽  
Main Flow ◽  
Navier Stokes ◽  
Reduction Techniques ◽  
Image Velocimetry ◽  
Manifold Reduction ◽  
Relevance Index

In this article, different manifold reduction techniques are implemented for the post-processing of Particle Image Velocimetry (PIV) images from a Spark Ignition Direct Injection (SIDI) engine. The methods are proposed to help make a more objective comparison between Reynolds-averaged Navier-Stokes (RANS) simulations and PIV experiments when Cycle-to-Cycle Variations (CCV) are present in the flow field. The two different methods used here are based on Singular Value Decomposition (SVD) principles where Proper Orthogonal Decomposition (POD) and Kernel Principal Component Analysis (KPCA) are used for representing linear and non-linear manifold reduction techniques. To the authors’ best knowledge, this is the first time a non-linear manifold reduction technique, such as KPCA, has ever been used in the study of in-cylinder flow fields. Both qualitative and quantitative studies are given to show the capability of each method in validating the simulation and incorporating CCV for each engine cycle. Traditional Relevance Index (RI) and two other previously developed novel indexes: the Weighted Relevance Index (WRI) and the Weighted Magnitude Index (WMI), are used for the quantitative study. The results indicate that both POD and KPCA show improvements in capturing the main flow field features compared to ensemble-averaged PIV experimental data and single cycle experimental flow fields while capturing CCV. Both methods present similar quantitative accuracy when using the three indexes. However, challenges were highlighted in the POD method for the selection of the number of POD modes needed for a representative reconstruction. When the flow field region presents a Gaussian distribution, the KPCA method is seen to provide a more objective numerical process as the reconstructed flow field will see convergence with an increasing number of modes due to its usage of Gaussian properties. No additional criterion is needed to determine how to reconstruct the main flow field feature. Using KPCA can, therefore, reduce the amount of analysis needed in the process of extracting the main flow field while incorporating CCV.

scholarly journals Optimizing of Microalgae Scenedesmus sp. Biomass Production in Wet Market Wastewater Using Response Surface Methodology

2021 ◽  
Vol 13 (4) ◽  
pp. 2216
Author(s):  
Najeeha Mohd Apandi ◽  
Mimi Suliza Muhamad ◽  
Radin Maya Saphira Radin Mohamed ◽  
Norshuhaila Mohamed Sunar ◽  
Adel Al-Gheethi ◽  
...  
Keyword(s):  
Response Surface Methodology ◽  
Response Surface ◽  
Biomass Yield ◽  
Biomass Productivity ◽  
Maximum Growth ◽  
Maximum Growth Rate ◽  
Aeration Rate ◽  
Composition Analysis ◽  
Wet Market ◽  
Central Composite

The present study aimed to optimize the production of Scenedesmus sp. biomass during the phycoremediation process. The biomass productivity was optimized using face centred central composite design (FCCCD) in response surface methodology (RSM) as a function of two independent variables that included wet market wastewater concentrations (A) with a range of 10% to 75% and aeration rate (B) with a range of 0.02 to 4.0 L/min. The results revealed that the highest biomass productivity (73 mg/L/d) and maximum growth rate (1.19 day−1) was achieved with the 64.26% of (A) and 3.08 L/min of (B). The GC-MS composition analysis of the biomass yield extract revealed that the major compounds are hexadecane (25%), glaucine (16.2%), and phytol (8.33%). The presence of these compounds suggests that WMW has the potential to be used as a production medium for Scenedesmus sp. Biomass, which has several applications in the pharmaceutical and chemical industry.

Effect of altitude conditions on combustion and performance of a turbocharged direct-injection diesel engine

2021 ◽  
pp. 095440702110262
Author(s):  
Zhentao Liu ◽  
Jinlong Liu
Keyword(s):  
Diesel Engine ◽  
High Altitude ◽  
Diesel Engines ◽  
Direct Injection ◽  
Pressure Rise ◽  
Ambient Conditions ◽  
Allowable Limit ◽  
Spray Formation ◽  
Direct Injection Diesel Engine ◽  
And Performance

Market globalization necessitates the development of heavy duty diesel engines that can operate at altitudes up to 5000 m without significant performance deterioration. But the current scenario is that existing studies on high altitude effects are still not sufficient or detailed enough to take effective measures. This study applied a single cylinder direct injection diesel engine with simulated boosting pressure to investigate the performance degradation at high altitude, with the aim of adding more knowledge to the literature. Such a research engine was conducted at constant speed and injection strategy but different ambient conditions from sea level to 5000 m in altitude. The results indicated the effects of altitude on engine combustion and performance can be summarized as two aspects. First comes the extended ignition delay at high altitude, which would raise the rate of pressure rise to a point that can exceed the maximum allowable limit and therefore shorten the engine lifespan. The other disadvantage of high-altitude operation is the reduced excess air ratio and gas density inside cylinder. Worsened spray formation and mixture preparation, together with insufficient and late oxidation, would result in reduced engine efficiency, increased emissions, and power loss. The combustion and performance deteriorations were noticeable when the engine was operated above 4000 m in altitude. All these findings support the need for further fundamental investigations of in-cylinder activities of diesel engines working at plateau regions.

Characteristics of Water-in-Diesel Emulsions in a Single Cylinder Compression Ignition Engine

2014 ◽  
Author(s):  
Teja Gonguntla ◽  
Robert Raine ◽  
Leigh Ramsey ◽  
Thomas Houlihan
Keyword(s):  
Fuel Consumption ◽  
Direct Injection ◽  
Engine Performance ◽  
Operating Conditions ◽  
Specific Fuel Consumption ◽  
Brake Specific Fuel Consumption ◽  
Compression Ignition Engine ◽  
Oil Emulsion ◽  
Single Cylinder ◽  
Performance And Emission

The objective of this project was to develop both engine performance and emission profiles for two test fuels — a 6% water-in-diesel oil emulsion (DOE-6) fuel and a neat diesel (D100) fuel. The testing was performed on a single cylinder, direct-injection, water-cooled diesel engine coupled to an eddy current dynamometer. Output parameters of the engine were used to calculate Brake Specific Fuel Consumption (BSFC) and Engine Efficiency (η) for each test fuel. DOE-6 fuels generated a 24% reduction in NOX and a 42% reduction in Carbon Monoxide emissions over the tested operating conditions. DOE-6 fuels presented higher ignition delays — between 1°-4°, yielded 1%–12% lower peak cylinder pressures and produced up to 5.5% lower exhaust temperatures. Brake Specific Fuel consumption increased by 6.6% for the DOE-6 fuels as compared to the D100 fuels. This project is the first research done by a New Zealand academic institution on water-in-diesel emulsion fuels.

A note on growth curves of rabbit lines selected on growth rate or litter size

1993 ◽  
Vol 57 (2) ◽  
pp. 332-334 ◽  
Author(s):  
A. Blasco ◽  
E. Gómez
Keyword(s):  
Growth Rate ◽  
Litter Size ◽  
Growth Curves ◽  
Live Weight ◽  
Maximum Growth ◽  
Maximum Growth Rate ◽  
Standard Errors ◽  
Adult Weight ◽  
Weight Growth ◽  
Using Data

Two synthetic lines of rabbits were used in the experiment. Line V, selected on litter size, and line R, selected on growth rate. Ninety-six animals were randomly collected from 48 litters, taking a male and a female each time. Richards and Gompertz growth curves were fitted. Sexual dimorphism appeared in the line V but not in the R. Values for b and k were similar in all curves. Maximum growth rate took place in weeks 7 to 8. A break due to weaning could be observed in weeks 4 to 5. Although there is a remarkable similarity of the values of all the parameters using data from the first 20 weeks only, the higher standard errors on adult weight would make 30 weeks the preferable time to take data for live-weight growth curves.

Sign in / Sign up

Export Citation Format

Share Document