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Experimental Study on the Knock Phenomena in the Individual Cycles of

Direct Injection Spark Ignition Engine with Various Stroke-to-bore ratios

Poster · April 2019

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Sechul Oh Seokwon Cho

Korea Institute of Machinery and Materials University of Minnesota Twin Cities
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 Experimental Study on the Knock Phenomena in the Individual
Cycles of Direct-Injected Spark Ignition Engine with Various
Stroke-to-Bore Ratios
Sechul Oh1), Seokwon Cho, Woojae Shin, Kyoungdoug Min, Han Ho Song†
Dept. of Mechanical and Aerospace Engineering, Seoul National University, South Korea

BACKGROUND & MOTIVATION SIMULATION METHODOLOGIES

Strict regulation for both emissions and fuel economy PRF 91.5 (same RON
Hyundai Nu 2.0 GDI CVVT* Fuel
with gasoline for exp.)
IVC at -180 CA 1) Knock onset:
Fuel characteristics New combustion Strategies for These are ‘strategies’. Valve timing*
EVO at 180 CA Livengood-Wu correlation [6] with
Regime conventional ICE mechanism-based ignition delay [7]
▪ Using low C/H fuel ▪ Pre-chamber SI ▪ Downsizing with
Then, in which Combustion model Wiebe function

(NG, biomass) ▪ Dual fuel with boosted operation ‘geometries’ should Reaction mechanism
Detailed gasoline
▪ Fuel-engine surrogate mechanism [4] 𝑡𝑜𝑛𝑠𝑒𝑡
RCCI and PCC ▪ High CR
these strategies be 1
collaborated R&D ▪ SA (Spark Assisted) ▪ Cooled EGR න 𝑑𝑡 = 1
(TMFB, Co-optima) CI and HCCI ▪ Enhancement in applied?
Heat transfer Adiabatic
𝑡=𝑡0 𝜏𝑖𝑑 (𝑇, 𝑃, 𝑥, … ሻ
turbulence Pressure 1 bar
Initial
*Source: http://www.hyundai.com.au/cars/medium- ▪ Various valve timing Temperature 380 K
condition
cars/i40/performance/petrol-engine Residual
(i.e. IVC) 7%
mass fraction
Engine Geometry Relevant conditions 2) Knock intensity: newly developed model
Heat transfer
Piston surface Geometries
from exp.
Preliminary simulation for ignition (mentioned in ‘RESULTS’ section)
Lower S/V ratio Decrement in wet Reducing (i.e. three SB ratio and sa
delay estimation with constant
Cylinder head surface me compression ratio)
(~stroke-1) area at TDC cooling loss? * Only compression and expansion strokes were conducted.
volume reactor model [5]
Valve diameters
Number of valves Related to low load operation where cooling loss has large
Displacement portion in fuel LHV breakdown RESULTS
Compression ratio
Stroke-to-bore ratio Flow
…
Enhancement in Turbulent Increasing knock
Long stroke
flow dynamics flame speed ↑ resistance?
One of the most
fundamental parameters Related to high load operation
for conventional SI engine where knock dominates the maximum efficiency

GUIDING QUESTIONS Fast burn Slow burn

Main objective of this presentation
1) What is the sole effect of SB ratio 2) Which SB ratio shows the 3) Which fuel is appropriate to Correlation between burn duration (IGN-CA70) and MAPO MFB curve from 5000 individual cycles with
Correlation between burn duration (IGN-CA70) and MAPO
on the heat transfer and other loss such engine strategies for with averaging process (SB 1.0 and 1.47, 1500 RPM, and marked knock onset timing (SB 1.0, 2000 RPM,
with averaging process (SB 1.2 and 1.47, 2000 RPM, and
terms (related to efficiency) under most robust operation under increasing burning rate under
fuel rate of 26mg per cycle, knock incidence ~ 35%) fuel rate of 34mg per cycle, and IGN: -7 CA aTDC)
fuel rate of 34mg per cycle, knock incidence ~ 21%)

constant displacement volume? knock-related operation? several engine geometries? ▪ Regardless of SB ratio condition, fast burning cycles showed higher knock intensity.
▪ It was attributed by not only small volume, high temperature and pressure (faster heat release and difficult to
make pressure equilibrium – i.e. pressure oscillation – related to Δ𝑃 induced by autoignition from hot spot),
EXPERIMENTAL SETUP but also larger unburned mass fraction at knock onset timing.
▪ Thus, one can claim that it may be possible for faster burning operation to have less knock-resistance based
on these results ➔ Re-defining ‘knock resistance’ from necessity.

knock-robust SI engine operation:

the engine operation which generates more work with same input
(i.e. fuel rate related to engine load) under the same knock criterion

▪ With this definition, the simulation data from adiabatic process

showed that the cases of faster burning rate still show more work
generation with advanced CA50.
▪ Therefore, fast burning rate is still required for knock-robust operation

▪ However, in spite of enhanced burning rate by increasing both SB

and tumble ratio, SB 1.47 with high tumble ratio showed retarded
Simulation data from adiabatic process under
the same knock criterion (SB 1.0, 1500RPM)
CA50 and decrement in gross indicated efficiency, contrasting with
SB 1.2 and SB 1.2 high tumble ratio cases.
▪ With detailed knock analysis, the case of SB 1.47 showed slightly
higher knock intensity with similar burning rate compared to that of
SB 1.2, implying the existence of further issue related to geometric
characteristics – Shape factor (SF).

𝐶3
𝑈𝑀𝐹 + 𝐶2 𝑆𝐹 𝑅𝑃𝑀
𝐾𝐼𝑠𝑖𝑚𝑢𝑙𝑎𝑡𝑒𝑑 = 𝐶1 𝐿𝐻𝑉𝑓𝑢𝑒𝑙 𝑚𝑓𝑢𝑒𝑙 × 2𝜋
𝑉𝑡𝑜𝑡𝑎𝑙,𝐾𝑂 60
1
Fuel Characteristics Operating Conditions 𝑆𝐹 𝜃 = 𝐿(𝜃ሻΤ𝑉𝑢3 (𝜃ሻ
Korean Gasoline Value Test Method Fuel Rate
26 30 34
[mg/cycle]
H/C ratio 2.064 ASTM D 5291
Relevant Load 8.7 10.1 11.2
▪ The larger the L value with same volume for unburned zone (SF ↑),
Density @ 15°C
[kg/m3]
724.5 ASTM D 1298 (gIMEP) [bar] ±0.3 ±0.4 ±0.5 the more the proportion of the hot region (core) in unburned zone,
Research Octane Induction Type N/A
Super which can make more frequent development of hot spots.
91.5 ASTM D 2699
Number charging
▪ With suggested Kisimulated, improved correlation for real knock intensity
LHV [MJ/kg] 42.825
ASTM D 240- IVO 325 -360 was obtained compared to the conventional notion (unburned mass
14
Default fraction)
Oxygen [mass %] 1.53 ASTM D 4815 IVC -115 -80 Experimental results of each SB and tumble ratio
Valve
Methanol [mass %] < 0.05 ASTM D 4815 Timing
(1500 RPM and fuel rate of 30mg per cycle) Enhancing burning speed by higher SB ratio is not appropriate with regard to
EVO 126 156
[CA*] unexpected knock-prone operation attributed to geometric issue.
Ambient and Other Conditions
Coolant, Oil 85 ± 1 EVC -354 -319
Temperature [℃]
Ambient 24 ± 2
1.008 ± SOI [CA aTDC] -315
Pressure Ambient
0.005
Relative Humidity Rotational Speed
Ambient 50 ± 15 [rev/min]
1500, 2000
[%]
Single cylinder DISI engine Various SB ratio setup * 0 CAD at firing TDC

▪ Total three different SB ratios and two different 1) Determination of knock occurrence
tumble ratios were covered in this presentation; ➔ MAPO (maximum amplitude of pressure
three different pistons, crankshafts, connecting rods oscillation, derived by 4-28 kHz bandpass filter)
for various SB ratios, and two different cylinder TVE (threshold value exceed) method [2]
heads for various tumble ratios.
𝑚𝑎𝑥 𝑃𝑓𝑖𝑙𝑡,𝑝𝑒𝑎𝑘−𝑡𝑜−𝑝𝑒𝑎𝑘 > 0.5 𝑏𝑎𝑟 Correlation between shape factor and unburned
mass fraction for all experimental conditions
Correlation between fuel LHV in unburned mass at
knock onset timing and MAPO with averaging
Correlation between newly suggested KI and MAPO
with averaging process for all experimental conditions
▪ Same displacement volume and compression ratio process for all experimental conditions

for all conditions (~500cc, 12:1) 2) Determination of knock intensity: ACKNOWLEDGEMENT

➔ Knock incidence ▪ This work was supported by the Advanced Automotive Research Center (AARC) and the Institute of Advanced Machinery and Design (IAMD)
▪ Stroke + connecting rod: fixed (corresponding to real at Seoul National University.
𝑁𝑘𝑛𝑜𝑐𝑘
engine design, called ‘packaging constraint’) 𝐾𝑛𝑜𝑐𝑘 𝐼𝑛𝑐𝑖𝑑𝑒𝑛𝑐𝑒 = × 100 [%] ▪ This work comprised part of the results from the industrial-educational cooperation project (Project # 0420-20160109, “Investigation on the
𝑁𝑡𝑜𝑡𝑎𝑙
effect of stroke-bore ratio on gasoline engines with simulations and experiments”) between Hyundai Motor Group and Seoul National
▪ Biased and flush mounted pressure transducer for University.

accurate measurement of pressure oscillation 3) Analysis of raw data from knock exp. ▪ The authors deeply appreciate the efforts of every member of the Advanced Gasoline Engine Development Team at Hyundai Motor Group,
induced by knock occurrence. ➔ Averaging process [3] whose time and effort involved in the setup and experiment of this work allowed the project to run successfully.

REFERENCES
[1] Kim, M., Lee, S., & Kim, W. (2006). Tumble flow measurements using three different methods and its effects on fuel economy and
emissions (No. 2006-01-3345). SAE Technical Paper.
[2] Cho, S., Park, J., Song, C., Oh, S., Lee, S., Kim, M., & Min, K. (2019). Prediction Modeling and Analysis of Knocking Combustion using
an Improved 0D RGF Model and Supervised Deep Learning. Energies, 12(5), 844.
[3] Kim, K. S. (2015). Study of engine knock using a Monte Carlo method (Doctoral dissertation, The University of Wisconsin-Madison).
[4] Mehl, M., Pitz, W. J., Westbrook, C. K., & Curran, H. J. (2011). Kinetic modeling of gasoline surrogate components and mixtures under
engine conditions. Proceedings of the Combustion Institute, 33(1), 193-200.
[5] Song, H., & Song, H. H. (2016). Knock Prediction of Two-Stage Ignition Fuels with Modified Livengood-Wu Integration Model by Cool
Flame Elimination Method (No. 2016-01-2294). SAE Technical Paper.
[6] Livengood, J. C., & Wu, P. C. (1955, January). Correlation of autoignition phenomena in internal combustion engines and rapid
compression machines. In Symposium (international) on combustion (Vol. 5, No. 1, pp. 347-356). Elsevier.
Knock incidence and other intensity Example of averaging process [7] Somers, K. P., Cracknell, R. F., & Curran, H. J. (2019). A chemical kinetic interpretation of the octane appetite of modern gasoline
knock occurrence detection parameter (redrawn from [2]) engines. Proceedings of the Combustion Institute, 37(4), 4857-4864.
(introduced from [3])

1) Presenting Author: sc150@snu.ac.kr † Corresponding Author: hhsong@snu.ac.kr

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9th European Combustion Meeting, Lisbon, April 14 – 17, 2019