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School of Engineering and Informatics, University of Sussex, Brighton, East Sussex BN1 9QT, United Kingdom
Engine Research Center (IPCO), Amirkabir University of Technology, Tehran, Iran
a r t i c l e
i n f o
Article history:
Received 15 June 2011
Received in revised form 5 October 2011
Accepted 7 October 2011
Available online 8 November 2011
Keywords:
Multiple injections
CFD simulation
DI diesel engine
EGR
Pollutant emissions
a b s t r a c t
An Advanced CFD simulation has been carried out in order to explore the combined effects of pilot-, postand multiple-fuel injection strategies and EGR on engine performance and emission formation in a heavy
duty DI-diesel engine. An improved version of the ECFM-3Z combustion model has been applied coupled
with advanced models for NOx and soot formation. The model was validated with experimental data
achieved from a Caterpillar 3401 DI diesel engine and good agreement between predicted and measured
in-cylinder pressure, heat release rate, NOx and soot emissions was obtained. The optimizations were
conducted separately for different split injection cases without pilot injection and then, for various multiple injection cases. Totally, three factors were considered for the injection optimization, which included
EGR rate, the separation between main injection and post-injection and the amount of injected fuel in
each pulse. For the multiple injection cases, two more factors (including double and triple injections
during main injection) were also added. Results show that using pilot injection accompanied with an
optimized main injection has a signicant benecial effect on combustion process so that it could form
a separate 2nd stage of heat release which could reduce the maximum combustion temperature, which
leads to the reduction of the NOx formation. In addition, it has found that injecting adequate fuel in postinjection at an appropriate EGR allows signicant soot reduction without a NOx penalty rate.
2011 Elsevier Inc. All rights reserved.
1. Introduction
The improvement of DI diesel engines to comply with the stringent exhaust emissions standards is closely linked to continued
development of the injection systems. Traditional injector design
is often suitable for injection timings close to TDC and cannot satisfactorily meet the requirements for very early or late injection
timings. A growing trend in the diesel engine industry is towards
wider use of electronically controlled high pressure injection systems which can inject fuel at any point in the cycle without the
injection rate changing owing to injection timing or engine speed.
Multiple injections have shown to be an effective means for
reduction of pollutants emissions in diesel engines (Li et al.,
Abbreviations: ATDC, after top dead center; BTDC, before top dead center; BSFC,
brake specic fuel consumption; CFD, Computational Fluid Dynamics; DI, direct
injection; EGR, exhaust gas recirculation; EVC, exhaust valve closing; EVO, Exhaust
Valve Opening; HRR, heat release rate; IMAP, intake manifold air pressure; IMAT,
intake manifold air temperature; IVO, inlet valve opening; IVC, inlet valve closing;
NOx, oxides of nitrogen; RPM, revolutions per minute; SOI, start of injection.
Corresponding author. Address: Shawcross 2B12, School of Engineering and
Informatics, University of Sussex, Brighton BN1 9QT, United Kingdom. Tel.: +44 (0)
1273 872562.
E-mail addresses: R.Mobasheri@sussex.ac.uk (R. Mobasheri), Z.Peng@sussex.
ac.uk (Z. Peng), Mo_Mirsalim@aut.ac.ir (S.M. Mirsalim).
0142-727X/$ - see front matter 2011 Elsevier Inc. All rights reserved.
doi:10.1016/j.ijheatuidow.2011.10.004
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R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
61
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
sm
~FFu
y
q~ MM
q~ u MFu
Table 1
Engine specications.
Engine type
Caterpillar 3401
Bore stroke
Compression Ratio
Displacement
Connecting rod length
Squish clearance
IVO/IVC
EVO/EVC
IMAP
IMAT
Engine speed
Piston shape
13.719 cm 16.51 cm
15.1:1
2.44 l
26.162 cm
4.14 mm
32 ATDC/147 ATDC
134 ATDC/29 ATDC
184 kPa
310 K
1600 rpm
Mexican hat style
Table 2
Injector fuel system specications.
Injector type
Common rail
Injection pressure
Number of nozzle holes
Nozzle hole diameter
Start of injection
Injection duration
Fuel injected
12
80
In-cylinder Pressure
(CFD Simulation)
10
70
In-cylinder Pressure
(Experiment)
60
50
40
30
20
2
0
320
_ F!M
SFu
10
0
330
340
350
360
370
380
390
400
The fuel delivery system was an electronically controlled, common rail fuel injection system (Wiedenhoefer and Reitz, 2000). In
all the injection cases studied, the same amount of fuel is injected
in each engine cycle. The main characteristics of the injection
system are listed in Table 2.
Fig. 1 shows comparisons between the predicted and measured
in-cylinder pressure and heat release rate. The result is based on
the assumption of uniform wall temperature 425 K for the cylinder
wall, 525 K for the cylinder head and 525 K for the piston top.
The trend predicted by the model is reasonably close to experimental results, although there are still some differences as can be
seen in Fig. 1. These discrepancies could be related to experimental
uncertainties in input parameters to the computations such as the
precise injection duration, start of injection timing and gas temperature at IVC.
Figs. 2 and 3 present comparisons between the predicted and
measured engine-out soot and NOx values for EGR levels of 0%
and 10%.
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
45
45
1.8
Single injection, EGR=0 %
40
40
1.6
35
35
1.4
30
1.2
25
20
0.8
30
NOx (g/kg-fuel)
NOx (g/kg-fuel)
25
20
Experiment (EGR=0%)
15
Experiment (EGR=10%)
15
5
0
351
10
5
391
411
431
451
471
491
0.2
Soot (Experiments)
0
0
0.4
NOx (Experiments)
371
0.6
10
Soot (g/kg-fuel)
62
16
Soot (g/kg-fuel)
Table 3
Computational conditions for studied cases.
14
12
Experiment (EGR=0%)
10
Experiment (EGR=10%)
CFD Simulation (EGR=0%)
Total fuel
Pilot (SOI)
Pilot duration
Separationa
Main (SOI)
Main duration
0.1622 g/cycle
30.075 ATDC
1.075 CA
30 CA
9 ATDC
21.5 CA
a
The period between end of pilot injection and start of main
injection.
6
4
2
0
340
355
370
385
400
415
430
445
460
475
490
multiple injection cases have presented and discussed in the following sections. Totally, 24 different injection arrangements for
which split and multiple injection cases with variable fuel amount
for each pulse (up to 30% for the second pulse) and variable separation/dwell between pulses (up to 30 CA) have considered. The
optimization were conducted separately for split injection cases
without pilot injection and then for different multiple injection
strategies accompanied with an early pilot injection. In addition,
for multiple injection cases, two more cases (including double
and triple injections during main injection) were also evaluated
which will be discussed in next section.
Table 3 shows the parameters which were xed for all injection
cases.
The injection schemes used in this study are shown schematically in Figs. 5 and 6. The same amount of fuel is injected in all
the cases considered. Based on previous research which was done
by Mobasheri et al. (2011) at this operating points, the optimum
separation for simultaneous reduction of soot with low NOx emissions was obtained by using 20 CA dwell delay between the injection pulses for split injection cases without pilot injection.
3.2.1. Inuence of split injection strategies on fuel consumption and
exhaust emissions
In this section, the results obtained for different split injection
schemes based on strategies presented in Fig. 5 are considered.
Figs. 7 and 8 show the amount of soot and NOx emission for different split injection cases with 0% and 10% EGR rate. The labeling
scheme for the split injection cases gives the percent of the fuel
injected in the rst and last pulses, and the dwell between two
injections. For instance, 70(10)30 represents 70% fuel injected in
the rst pulse, 10 crank angle degree dwell between the two injection pulses and 30% fuel in the second pulse.
63
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
100%
SOI
15.05 CA
70%
17.20 CA
30%
10-20-25-30 CA
80%
19.35 CA
4.30 CA
20%
10-20-25-30 CA
90%
9 CA BTDC
6.45 CA
10-20-25-30 CA
2.15 CA
10%
Fig. 5. Injection proles for different split injection cases without pilot injection.
100%
SOI
Pilot Injection
SOI
Main Injection
15.05 CA
10-20-25-30 CA
70%
5%
17.20 CA
25%
3.22 CA
10-20-25-30 CA
80%
5%
5.37 CA
2.15 CA
18.27 CA
85%
5%
30.075 CA BTDC
9 CA BTDC
15%
10-20-25-30 CA
10%
hot combustion zones cause the newly injected fuel to burn rapidly
and effectively at high temperature, resulting in high soot oxidation rates. The optimum engine performance for reduction of soot
and NOx emissions can be obtained with 20 CA delay between
injection pulses in the 80(20)20 and 90(20)10 cases, though the
lowest total soot is seen with the split injection ratio 90(25)10.
As can be seen in Figs. 7 and 8, the delay dwell does not affect
soot formation signicantly. The combustion of 30% fuel in the second injection pulse only causes a small effect of soot variations
compared to the other cases in this injection category i.e.
70(x)30. It is clearly seen in Fig. 9 that the 90(20)10 case shifts
the soot-NOx trade-off to the optimum level.
Figs. 9 and 10 show BSFC vs. NOx curves at 0% and 10% of EGR.
As shown in Figs. 9 and 10, for the 90(x)10 case the differences
between BSFC vs. NOx emission is lower than other cases. It can be
concluded that the split injection shows minimal effects on BSFC
64
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
0.3
0.6
70 (x) 30
0.55
0.45
Single Injection
(25)
(30)
(25)
Single inj.
(25)
0.4
0.35
(10)
(30)
0.3
(20)
80 (x) 20
0.28
90 (x) 10
BSFC (kg/kW-hr)
(20)
(30)
80 (x) 20
0.5
Soot (g/kg-fuel)
70 (x) 30
0.29
(10)
(10)
90 (x) 10
0.27
(25)
(20)
(20)
0.25
(30)
(25)
0.24
0.25
Single Injection
(30)
0.26
(10)
(20)
(30)
0.2
Single Injection
0.23
(25)
EGR= 0 %
EGR= 0 %
0.22
0.15
30
32
34
36
38
40
42
44
46
48
50
52
30
54
32
34
36
38
40
42
44
46
48
50
52
54
NOx (g/kg-fuel)
NOx (g/kg-fuel)
0.32
1.5
0.31
1.3
(20)
(10)
(30)
(20)
0.7
Single Inj.
(10)
BSFC (kg/kW-hr)
Single Injection
0.9
70 (x) 30
(30)
(20)
0.5
0.29
(20)
0.26
(20)
90 (x) 10
18
19
20
21
22
23
(10)
Single Injection
EGR= 10 %
0.22
14
17
(10)
(30)
(25)
(10)
0.25
0.3
16
Single Injection
(25)
0.27
0.23
(25)
15
90 (x) 10
(20)
(30)
0.28
0.24
80 (x) 20
EGR= 10 %
14
80 (x) 20
(25)
1.1
(25)
70 (x) 30
(30)
0.3
(10)
(25)
(30)
Soot (g/kg-fuel)
(10)
(10)
(20)
15
16
17
24
18
19
20
21
22
23
NOx (g/kg-fuel)
NOx (g/kg-fuel)
Fig. 10. BSFC vs. NOx trade-off, split injection, EGR = 10%.
0.55
Single Injection
0.45
Soot (g/kg-fuel)
0.5
(10)
0.4
(30)
0.35
(25)
Single inj.
(20)
(30)
0.3
(10)
(20)
(10)
(30)
5 (20) 75 (x) 20
(25)
0.2
5 (20) 80 (x) 15
EGR= 0 %
0.15
5 (20) 65 (x) 30
(20)
(25)
0.25
0.1
29
31
33
35
37
39
41
43
45
47
49
NOx (g/kg-fuel)
Fig. 11. Soot-NOx trade-off, multiple injection, EGR = 0%.
effectiveness of multiple injections at controlling soot emission under EGR conditions. It can be concluded that by using multiple
injections the soot formation is accrued in the multiple regions in
65
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
1.3
0.3
1.2
(30)
(10)
(20)
Single Injection
0.28
(30)
(10)
BSFC (gr/kW-hr)
Soot (g/kg-fuel)
(25)
1
0.9
(30)
0.8
Single Inj.
(25)
0.7
(10)
(20)
5 (20) 65 (x) 30
0.6
5 (20) 75 (x) 20
(20)
(30)
0.5
5 (20) 75 (x) 20
(30)
(20)
0.27
(25)
(10)
0.25
(25)
(20)
(10)
0.23
0.3
13
(25)
(30)
(20)
EGR= 10 %
12
5 (20) 80 (x) 15
5 (20) 80 (x) 15
EGR= 10 %
14
15
16
17
18
19
20
21
22
(10)
0.26
0.24
(25)
0.4
5 (20) 65 (x) 30
0.29
1.1
0.22
NOx (g/kg-fuel)
12
13
14
15
16
17
18
19
20
21
22
23
NOx (g/kg-fuel)
Fig. 14. BSFC vs. NOx trade-off, multiple injection, EGR = 10%.
0.28
5 (20) 65 (x) 30
60
(30)
0.27
EGR= 0 %
5 (20) 75 (x) 20
BSFC (gr/kW-hr)
(30)
0.26
(20)
(25)
(10)
0.25
5 (20) 80 (x) 15
(25)
(20)
(30)
(10)
0.24
(25)
(10)
0.23
(20)
EGR= 0 %
90 (20) 10
50
80 (20) 20
5 (20) 75 (25) 20
40
5 (20) 80 (30) 15
30
20
10
0.22
29
31
33
35
37
39
41
43
45
47
49
51
0
340
NOx (g/kg-fuel)
360
380
400
420
440
Fig. 13. BSFC vs. NOx trade-off, multiple injection, EGR = 0%.
Fig. 15. The HRR curve, optimum injection cases, EGR = 0%.
60
EGR= 10 %
the combustion chamber and thus has more area for oxidation.
Finally, the fuel that is pulsed into the combustion chamber after
main injection ignites rapidly and thus will not contribute signicantly to soot formation in high temperature rich regions. Even
though the EGR reduces some of the intake oxygen content, the heat
added to the intake air enhances the soot oxidation to some extent
which leads to reduction of soot emission. When the percentage of
the second pulse injected fuel is larger than 75% of the total fuel, the
NOx formation history of the multiple injection has a more impact
to simultaneous reduction of Soot and Nox emissions. This trend
has also observed when 10% EGR is used. It can be also concluded
that the NOx chemistry is sensitive to the early combustion details
because these combustion products stay at a high temperature for
the longest time, and the combustion region is not cooled by the
vaporization of the continuously injected fuel that occurs in the single injection case.
Figs. 13 and 14 show BSFC vs. NOx curves at 0% and 10% of EGR
for different multiple injection cases.
Approximately the same trend of overall reduction of NOx
emission and increase of BSFC could be observed in different cases,
as illustrated in Fig. 13 and 14, although this trend is different for
20 CA dwell in 5(20)85(x)10 cases. From these results, it can be
summarized that the optimum engine performance for reduction
of soot and NOx emissions can be obtained with 25 CA and 30
CA delay between main and post-injection pulses in the
5(20)75(25) and 5(20)80(30)15 cases, respectively.
90 (20) 10
50
80 (20) 20
5 (20) 75 (25) 20
40
5 (20) 80 (30) 15
30
20
10
0
340
360
380
400
420
440
66
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
1800
1700
EGR= 0 %
1600
Temperature (k)
1500
1400
1300
1200
90 (20) 10
1100
80 (20) 20
1000
900
5 (20) 75 (25) 20
800
5 (20) 80 (30) 15
700
600
330 340 350 360 370 380 390 400 410 420 430 440
1800
1700
EGR= 10 %
1600
Temperature (k)
1500
1400
1300
1200
90 (20) 10
1100
80 (20) 20
1000
900
5 (20) 75 (25) 20
800
5 (20) 80 (30) 15
700
600
330 340 350 360 370 380 390 400 410 420 430 440
Single Injection
(80) 20 (20)
5 (20) 80 (30) 15
5 (20) 75 (25) 20
Fig. 19. The velocity elds contours, Single injection case in comparison with three optimum injection cases at 360, 385 and 410 CA.
67
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
Single
(80) 20 (20)
5 (20) 80 (30) 15
5 (20) 75 (25) 20
Fig. 20. NOx mass fraction contours, Single injection case in comparison with three optimum injection cases at 370, 385 and 400 CA.
Single
(80) 20 (20)
5 (20) 80 (30) 15
5 (20) 75 (25) 20
Fig. 21. Soot mass fraction contours, Single injection case in comparison with three optimum injection cases at 370, 385 and 400 CA.
during the ignition delay period under high ambient pressure and
temperature conditions and, thus, is combusted immediately. For
this reason, undiluted airfuel mixtures and fuel-rich region exist
locally in the combustion chamber, which usually causes the formation of harmful exhaust emissions and combustion noises. In
the single injection case, the soot formed in the later combustion
phase is difcult to oxidize for two reasons. First, it is close to
the end of the combustion period, and second, the temperature
decreases rapidly in expansion stroke. In the same manner, the
soot produced during the main combustion phase will not be oxidized easily for the lower temperature in-cylinder. It can be seen
that for optimum injection cases, NOx and soot mass fractions
are lower in comparison with the single injection case. It can be
concluded that, for the split injection case, the second pulse
injected fuel enters into a relatively lean and high temperature region which is remained from the combustion of the rst pulse. Soot
68
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
Single
(80) 20 (20)
5 (20) 80 (30) 15
5 (20) 75 (25) 20
Fig. 22. Temperature contours, Single injection case in comparison with three optimum injection cases at 385, 400.
SOI
Main Injection
SOI
Pilot Injection
4 CA
8.6 CA
8.6 CA
25 CA
40%
40%
5%
4 CA
5%
30.075 CA BTDC
3.225 CA
15%
4 CA
5.375 CA
5.375 CA
25%
25%
9 CA BTDC
5.375 CA
20 CA
25%
4.3 CA
20%
CrankAngle (degree)
Fig. 23. Injection proles for two multiple injection cases with double and triple main injections.
50
EGR= 0 %
1500
40
1400
35
1300
30
1200
25
1100
20
1000
15
900
10
800
700
0
340
350
360
370
380
390
400
410
420
430
Temperature (k)
45
Table 4
Soot, NOx and BSFC for two multiple main injection cases.
1600
600
440
Case
Soot (g/kg-fuel)
NOx (g/kg-fuel)
BSFC (g/kw h)
5(20)25(4)25(4)25(20)20
5(20)40(4)40(25)15
0.242
0.2311
28.43
30.21
0.2574
0.2751
R. Mobasheri et al. / International Journal of Heat and Fluid Flow 33 (2012) 5969
0.03
70 (20) 30
EGR= 0 %
80 (20) 20
CO (Mass Fraction)
0.025
5 (20) 75 (25) 20
5 (20) 80 (30) 15
5 (20) 25 (4) (25) (4) (25) 20 (20)
0.02
69
0.015
Acknowledgments
The authors gratefully acknowledge the AVL Company to provide computational resources for this research.
0.01
0.005
0
340
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360
380
400
420
440
460
480
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