MAK478 PPS1 - Ch3 - ICE HG MScThesis

MAK 478 – Power & Propulsion Systems I
MAK 478 –
Power & Propulsion Systems I
2022 – Summer Semester

Sıtkı UsLu
Department of Mechanical Engineering
26 May 2022 TOBB ETÜ – Mechanical Engineering[ Sıtkı UsLu ] 1

ICE
1 ‐ Induction
2 ‐ Compression
3 ‐ Power
4 ‐ Exhaust
26.05.2022
26 May 2022 TOBB
TOBB ETÜETU CSL – Combustion
– Mechanical Systems
Engineering[ Sıtkı UsLu ] Lab 22
COMPUTATIONAL FLUID DYNAMICS ANALYSES OF FLOW AND

COMBUSTION OF A TIER IV EMISSIONS STANDARD
DIESEL ENGINE
Hakan GUNEY
TOBB University of Economics and Technology
Thesis Supervisor: Dr. Sıtkı USLU
Combustion Systems
Lab
26.05.2022 TOBB ETU CSL – Combustion Systems Lab 3

Introduction
Aim of the Study
• 1D Gas Exchange Analyses
• Engine Performance Characteristics
• Steady-State In-Cylinder Swirl Simulations
• 3D Reactive CFD Simulations
• Exhaust Gas Recirculation(EGR) Effect

Introduction TIER IV Engine

Introduction Power[kw] 82
Maximum Torque[Nm] 450
TIER IV Engine Geometry Bore x Stroke[mm] 104 x 115
Compression Ratio 17.5:1
Con rod Length[mm] 182
Boost Pressure 1.6
Valve Timings IVC = 60° aBDC
EVO = 65° bBDC

Number of Injector Holes 8
Inj. Hole Diameter [mm] 0.2
Common Rail Press.[bar] 1800
Spray Angle 151°
Intake
Valves Exhaust
Valves

TIER IV Engine 1D Gas Exchange Analyses Model

Gas Exchange Analyses

TIER IV Engine: Performance Characteristic
100 500
90 450
80 400
70 350
Torque [N.m]
Power [kw]
60 300
50 Power - Experiment 250
40 Power - 1D Calculation 200
30 Torque - Experiment 150
20 Torque - 1D Calculation 100
10 50
0 0
1100 1300 1500 1700 1900 2100 2300 2500
Engine Speed[rpm]
IMEP[bar] BSFC[g/kWh]
Experiment 12.7 223
1D Calculation 13.04 233
Delta [%] 2.7 4.5
Gas Exchange Analyses

In-Cylinder Pressure, Temperature, Indicated Diagram
140
135 bar ∆= %𝟏𝟏𝟏𝟏
120
100
In-Cylinder Pressure
Pressure [bar] 123 bar Experiment
80
1D Calculation
60
40
20
0
680 700 720 740 760 780 800
Crank Angle
1900 140
1805 K
1700 120
In-Cylinder
1500
Temperature 100 TIER IV Engine
Temperature[K]
Pressure[bar]
1300 80 Indicated
1100
60 Diagram
900
40
700
20
500
0
300
360 560 760 960 0 0,2 0,4 0,6 0,8 1 1,2
Crank Angle Volume[lt]
Steady-State In-Cylinder Swirl Simulations

Importance of In-Cylinder Flow Motions in Diesel Engines


Test Rigs
Paddle Wheel Torquemeter


Engine Geometry and Boundary Conditions
Inlet
𝑚𝑚̇
Outlet
𝑃𝑃𝑎𝑎𝑎𝑎𝑎𝑎

Course Mesh Fine Mesh
3.6 Million
Computational
1 Million Cells
Computational
Cells
0,1 0,14 0,18 0,22 0,1 0,15 0,2

2
4
Tangential
0
Velocity
Tangential Velocity[m/s]
0 Tangential Velocity[m/s]
-2
-4 -4
-8 -6
-8
-12 Kalın Sayısal
Course MeshAğ
-10
Kalın Sayısal
Course MeshAğ
-16 FineSayısal
İnce Mesh Ağ FineSayısal
İnce Mesh Ağ
-12
-20
-14
Distance along line[mm] Distance along line[mm]


Turbulence Model Study
1,6
1,4
Standart k-ε
Swirl Number
1,2 SST k-w
1
Δ=%10
0,8
0,6
0,4
0 20 40 60 80 100
Location of Horizontal Planes along Cylinder Axis[mm]


Steady-State Isothermal CFD Results


Steady-State Isothermal CFD Results
∫𝑨𝑨 𝑹𝑹𝑽𝑽𝜽𝜽 𝑽𝑽𝒂𝒂 𝒅𝒅𝒅𝒅

𝑺𝑺 =
𝑹𝑹 ∫𝑨𝑨 𝑽𝑽𝒂𝒂 𝑽𝑽𝒂𝒂 𝒅𝒅𝒅𝒅
3
2,5 Deneysel
Experiment
2 3D- -HAD
3D CFD
Swirl Number
1,5
0,5
0
1 3 5 7 9 11 13
Valve Lift[mm]

3D Reactive CFD Simulations

Full Engine Model
Exhaust
P(t)
45° Sector
Intake
P(t)


Extended Coherent Flame Model – Three Zone(ECFM-3Z) [Colin and Benkenida]
Species
Yakıt, O2, CO2, H2O, N2, CO, H2, OH, H, N, O, İs
Extended Coherent Flame Model – Three Zone(ECFM-3Z) [Colin and Benkenida]
The 3-Zones Extended Coherent Flame Model (ECFM3Z) for Computing Premixed/Diffusion Combustion - The
Extended Coherent Flame Model of Colin et al. (2003) developed to model combustion in perfectly or partially
mixed mixtures is adapted to also account for unmixed combustion. The ECFM model is based on a flame
staface density equation which takes into account the wrinkling of the flame front surface by turbulent eddies
and a conditioning averaging technique which allows precise reconstruction of local properties in fresh and
burned gases even in the case of high levels of local fuel stratification. This model has been used with success
in gasoline engines (Duclos et al., 1996; Duclos and Zolver, 1998; Lafossas et al., 2002; Henriot et al., 2003;
Kleemann et al., 2003). In order to adapt the model to unmixed combustion for Diesel application, a description
of the mixing state has been added. It is represented by three mixing Zones: a pure fuel zone, a pure air plus
possible residual gases zone and a mixed zone in which the ECFM combustion model is applied. A mixing
model is presented which allows progressive mixing of the initially unmixed fuel and air. This new combustion
model, called ECFM3Z (3-Zones Extended Coherent Flame Model), can therefore be seen as a simplified CMC
(Conditional Moment Closure) type model where the mixture fraction space would be discretized by only three
points. The conditioning technique is extended to the three mixing zones and allows to reconstruct, like in the
ECFM model, the gas properties in the unburned and burned gases of the mixed zone. Application of the model
to internal combustion engine calculations implies the necessity of auto-ignition modelling coupled to premixed
and diffusion flames description. Auto-ignition is modelled following (Colin et al., 2004), while the premixed
turbulent flame description is given by the ECFM. The diffusion flame is now accounted for thanks to the three
zones mixing structure which represents phenomenologically the diffusion of fuel and air towards the reactive
layer, that is the mixed zone. The ECFM3Z. combustion model has already been presented (Beard et al., 2003) in
a comparative work between Diesel experiments and corresponding calculations covering different engine
operating points. Here, the model is presented in all its details and its behavior is analysed when the relative
duration of injection and auto-ignition delay are varied in a direct injection Diesel engine. It is shown that the
model is able to reproduce the relative importance of auto-ignition and diffusion flame on the total heat release,
depending on the engine operating point considered.


Extended Coherent Flame Model – Three Zone(ECFM-3Z)
1. Mixed Zone Transport Equation
YiM = Yi|z=zm = � Y x ′ , t δ Z x ′ , t − Zm dV ′
δV
2. Unmixed Fuel Zone

𝜕𝜕𝜕Yfum μt βmin ρ Wm
+ 𝛻𝛻 ρuYfum − 𝛻𝛻 D+ 𝛻𝛻Yfum = − Yfum 1 − Yfum + 𝜔𝜔̇ 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒
𝜕𝜕𝜕 Sct τm ρu Wf
𝝉𝝉𝒎𝒎 ≡ 𝝉𝝉𝑻𝑻 = 𝒌𝒌�𝜺𝜺

3. Unmixed Oxygen Zone
𝜕𝜕𝜕Yo2um μt βmin Yo2um ρ Wm
+ 𝛻𝛻 ρuYo2um − 𝛻𝛻 D+ 𝛻𝛻Yo2um = − Y 1−
𝜕𝜕𝜕 Sct τm o2um Yo2inf ρu Wo2

Extended Coherent Flame Model – Three Zone(ECFM-3Z)
Dissociation and Radical Formation Kinetic

Extended Zeldovich Mechanizm
𝑁𝑁2 ⇄ 2𝑁𝑁
O + N2 ⇄ NO + N
𝑂𝑂2 ⇄ 2𝑂𝑂
N + O2 ⇄ NO + O
𝐻𝐻2 ⇄ 2𝐻𝐻
N + OH ⇄ NO + H
𝑂𝑂2 + 𝐻𝐻2 ⇄ 2𝑂𝑂𝑂𝑂
𝑂𝑂2 + 2𝐻𝐻2 𝑂𝑂 ⇄ 4𝑂𝑂𝑂𝑂 𝐶𝐶𝐶𝐶 + 𝑂𝑂𝑂𝑂 ⇄ 𝐶𝐶𝐶𝐶2 + H
𝑂𝑂2 + 2𝐶𝐶𝐶𝐶 ⇄ 2𝐶𝐶𝐶𝐶2 Soot

Reitz 1999

3D Reactive CFD Simulations Boundaries

Liner
Cylinder Head
45°
Periodic Surface
Piston
5/26/2022 TOBB ETU CSL – Combustion Systems Lab 22

50000 cells@TDC
500000 cells@BDC
Mesh Study
200000 cells@TDC
2000000 cells@BDC

3D Reactive CFD Simulations Mesh Study
140
Δ=%4 In-Cylinder Pressure
120
Deneysel
Experiment
100
Pressure[bar]
CFD-–Kalın
CFD Course Mesh
Çözüm Ağı
80
CFD
CFD-–İnce
FineÇözüm
Mesh Ağı
60
40
20
0
680 700 720 740 760 780 800
Crank Angle

3D Reactive CFD Simulations Mesh Study

140
120 In-Cylinder Pressure

100 Experiment
Deneysel
1D Calculation
1D-Hesap
Pressure[bar]
80
CFD- –İnce
CFD FineÇözüm
Mesh Ağı
60
40
20
0
680 700 720 740 760 780 800
Crank Angle


Mesh Study
dQ a 1 dp γ dV
= V + p
dt 1 − γ dt γ − 1 dt
160
140
Apparent Heat Release Rate
120
Deneysel
Experiment
AHR[J/dCA]
100
CFD
CFD- –Kalın Çözüm
Course Ağı
Mesh
80
CFD
CFD- –İnce
FineÇözüm
MeshAğı
60
40
20
0
680 700 720 740 760 780 800
-20
Crank Angle


Mesh Study


710 dCA
710 dCA
720 dCA
720 dCA
730 dCA
730 dCA
740 dCA
740 dCA
750 dCA
750 dCA
Temperature

71 350
705 Crank Angle
61 300
51 250
Velocity[m/s]
Velocity[m/s]
41 200
31 150
725 Crank Angle
21 100
Kalın Sayısal
Course Mesh Ağ Course
Kalın Mesh
Sayısal Ağ
11 50
İnce
FineSayısal
Mesh Ağ İnce
FineSayısal
Mesh Ağ
1 0
0 5 10 15 20 0 5 10 15 20
Distance along spray axis [mm] Distance along spray axis [mm]
20 8
18 750 Crank Angle 775 Crank Angle
7
16 Kalın Sayısal
Course MeshAğ Course
Kalın Mesh
Sayısal Ağ
6
14 İnce Sayısal
Fine Mesh Ağ İnce
FineSayısal
Mesh Ağ
12 5
Velocity[m/s]
Velocity[m/s]
10 4
8 3
6
2
4
2 1
0 0
0 5 10 15 20 0 5 10 15 20


1000 1400
1350
950
1300
900
1250
Temperature[K]
Temperature[K]
850 1200
705 Crank Angle 1150

800 725 Crank Angle
Kalın Sayısal
Course Mesh Ağ 1100
Kalın Sayısal
Course Mesh Ağ
750 İnce
FineSayısal
MeshAğ 1050
FineSayısal
İnce Mesh Ağ
700 1000
0 5 10 15 20 0 5 10 15 20
2500 2500
2300
2000
2100
1900 1500
Temperature[K]
Temperature[K]
1700
1000 775 Crank Angle
1500 750 Crank Angle
1300 Kalın Sayısal
Course MeshAğ Course
Kalın Mesh
Sayısal Ağ
500
1100 Fine
İnce MeshAğ
Sayısal FineSayısal
İnce MeshAğ
900 0
0 5 10 15 20 0 5 10 15 20


140 130
In-Cylinder Pressure Apparent Heat Release
120 110
Experiment
Deneysel Experiment
Deneysel
0.05 dcA 0.05 dcA
100
0.1 dcA 90 0.1 dcA
Pressure[bar]
0.5 dcA 0.5 dcA
AHR[J/dcA]
80
70
60
50
40
30
20
10
0
680 700 720 740 760 780 -10 680 700 720 740 760 780
Crank Angle Crank Angle
4500
4000
Accumulated Heat Release Rate
3500
Deneysel
Experiment
3000
0.05 dcA
Accum. AHR[J]
2500
0.1 dcA
2000 0.5 dcA
1500
1000
500
0
680 700 720 740 760 780
-500
Crank Angle


140 130
120 In-Cylinder Pressure 110

Apparent Heat Release
Experiment
Deneysel Experiment
Deneysel
100 0.05 dcA 90 0.05 dcA
Pressure[bar]
0.1 dcA 0.1 dcA
AHR[J/dcA]
80
70
60
50
40
30
20
10
0
680 700 720 740 760 780 -10 680 700 720 740 760 780
2500
Accumulated Heat Release Rate

2000 Deneysel
Experiment
0.05 dcA
Accum. AHR[J]
1500
0.1 dcA
1000
500
0
680 700 720 740 760 780
-500
Crank Angle

140
120
In-Cylinder Pressure
Experiment
100
Deneysel
Pressure[bar]
80 RNG k-epsilon
Realizable k-epsilon
60
40
20
0
680 700 720 740 760 780 800 820
Crank Angle
130 3000
110 Apparent Heat Release 2500 Accumulated AHR

Experiment
Deneysel
Experiment
Deneysel
90 2000 RNG k-epsilon
RNG k-epsilon
Accum. AHR[J]
AHR[J/dcA]
70 Realizable k-epsilon 1500

Realizable k-epsilon Δ=%9
50 1000
30 500
10 0
680 700 720 740 760 780 800
-10 680 -500
700 720 740 760 780 800

3D Reactive CFD Simulations Turbulence Model Study

71 350
725 Crank Angle

61 300
Real. k-ε
51 250 RNG k-ε
Velocity[m/s]
Velocity[m/s]
41 200
31 150
21 705 Crank Angle 100
Real. k-ε
11 50
RNG k-ε
1 0
0 5 10 15 20 0 5 10 15 20
Distance along spray axis[mm] Distance along spray axis[mm]
18 7
16 750 Crank Angle 775 Crank Angle

6
Real. k-ε Real. k-ε
14
RNG k-ε 5 RNG k-ε
12
Velocity[m/s]
4
Velocity[m/s]
10
8 3
6
2
4
1
2
0 0
0 5 10 15 20 0 5 10 15 20

Turbulence Model Study

980 1400
1350
725 Crank Angle
930 Real. k-ε
1300
RNG k-ε
1250
880
Temperaturek[K]
Temperature[K]
1200
830
1150
705 Crank Angle
1100
780 Real. k-ε
RNG k-ε 1050
730 1000
0 5 10 15 20 0 5 10 15 20
2300 2500
2100
2000
1900
1500
Temperature[K]
Temperature[K]
1700
1500
1000
750 Crank Angle 775 Crank Angle
1300
Real. k-ε 500 Real. k-ε
1100
RNG k-ε RNG k-ε
900 0
0 5 10 15 20 0 5 10 15 20

Diesel Engines and Emissions

• Stoichiometric Combustion
𝐶𝐶𝑛𝑛 𝐻𝐻𝑚𝑚 + (n + 𝑚𝑚⁄4)(𝑂𝑂2 + 3. 76𝑁𝑁2 ) ⟶ n𝐶𝐶𝐶𝐶2 + (𝑚𝑚⁄2)𝐻𝐻2 𝑂𝑂 + (n + 𝑚𝑚⁄4)3.76𝑁𝑁2
• Non-Stoichiometric Combustion
Fuel + Air ⟶ 𝐶𝐶𝐶𝐶2 + 𝐻𝐻2 𝑂𝑂 + 𝑁𝑁2 + (𝑁𝑁𝑁𝑁𝑥𝑥 + 𝑈𝑈𝑈𝑈𝑈𝑈 + 𝐶𝐶𝐶𝐶 + 𝑃𝑃𝑃𝑃)
Complete Chemical Pollutants

Combustion Products
• NOx : NO, NO2

• UHC : Unburned Hydrocarbons
• CO : Carbon monoxide
• PM : Particulate Matter


Extended Zeldovich Mechanism NO + H2 O → NO2 + H2
O + N2 → NO + N
NO + O2 → NO2 + O
N + O2 → NO + O NO2 + Solar Energy → NO + O + smog
N + OH → NO + H O + O 2 → O3
𝐴𝐴𝐴𝐴𝐴𝐴 𝑆𝑆𝑆𝑆
Φ=
𝐴𝐴𝐴𝐴𝐴𝐴


COMPUTATIONAL FLUID DYNAMICS ANALYSES OF FLOW AND COMBUSTION OF A TIER IV EMISSIONS STANDARD DIESEL ENGINE


EGR (Exhaust Gas Recirculation) Effect
Cp T => NOx

Temperature NO
%0 EGR
%5 EGR
%10 EGR
%15 EGR
%20 EGR
%25 EGR
EGR(Exhaust Gas Recirculation)

1850
1805 K
In-Cylinder Average Temperature[K]
1750
1650
1550 1707 K
1450
1350
1250
In-Cylinder Temperature
1150
1050 0% 15% 25%

950
700 720 740 760 780 800 820
Crank Angle
0,20 0,3
1,8
In-Cylinder NO 0.161 mg In-Cylinder Soot 0,2

0,15 1,4 0% 5%
0% 5% 0,1
10% 15%
Soot [mg]
10% 15%
NO [mg]
0,10 0.092 mg 0,9 20% 25% 0,0

20% 25% 800 805 810 815 820
0,05 0,5
0.028 mg
0,00 0,0
680 700 720 740 760 780 800 820 680 700 720 740 760 780 800 820


0,18 1820
0,16 NO
1800
Maksimum
0,14 Silindir İçi Maks.
In-Cylinder Ort. Sıcaklık
Max. Average Temperature
Maximum Temperature[K]
0,12 1780
Mass[mg]
Kütlesi[mg]
0,1
1760
0,08
Sıcaklık[K]
0,06 1740
NO
NO
0,04
1720
0,02
0 1700
0 5 10 15 20 25
EGR Oranı[%]
EGR[%]
0,18 2650
0,16 NO
2600
Maximum
MaksimumTemperature[K]
0,14
Silindir İçi Maksimum
In-Cylinder Sıcaklık
Max. Temperature
0,12 2550
NOKütlesi[mg]
Mass[mg]
0,1
2500
0,08
Sıcaklık[K]
0,06 2450
0,04
NO
2400
0,02
0 2350
0 5 10 15 20 25
EGR Oranı[%]
EGR[%]


0,2 0,2
0,18 NO 0,18
0,16 İs(Soot)
Soot 0,16
0,14 0,14
NO Mass [mg]
Soot Mass[mg]
0,12 0,12
%11 %14
0,1 0,1
0,08 0,08
0,06 0,06
0,04 0,04
0,02 0,02
0 0
0 5 10 15 20 25
EGR Percentage[%]


96
95
EGR Oranına
Change göre
in Power Alınan
with Güç
EGR Variation
[kW]
95.6 kW
Güç [kW]
94 ( %0 EGR)
Power
93
92
93.1 kW
( %14 EGR)
91
90 89.9 kW
( %25 EGR)
89
0 5 10 15 20 25
EGREGR
Percentage
Oranı[%] [%]

Pilot Injection Pilot Injection

Vertical Plane Spray Axis Plane
704 dcA 706 dcA
704 dCA 706 dCA

708 dcA 710 dcA
708 dCA 710 dCA
712 dcA 714 dcA
712 dCA 714 dCA
Fuel Vapor

Main Injection Main Injection

Vertical Plane Spray Axis Plane
725 dcA 730 dcA
725 dcA 730 dcA
732.5 dcA 735dcA
732.5 dcA 735 dcA
737.5 dcA 740 dcA
737.5 dcA 740 dcA
Fuel Vapor

Temperature
715 dCA 720 dCA
725 dCA 730 dCA
735 dCA
740 dCA
745 dCA
750 dCA

Exhaust
P(t)
Full Engine Model
Exhaust
P(t)
Intake
Intake P(t)
P(t)

140
1650
120 In-Cylinder Pressure
Average Temperature[K]
Average Pressure[bar]
100 Experiment
Deneysel 1450
80 Sektör
Sector
1250
60 Full Model
Tam Model In-Cylinder Temperature
1050
40 Sektör
Sector
20 850
Tam
Full Model
Model
0
650
680 700 720 740 760 780 800 680 700 720 740 760 780 800
140
Apparent Heat Release

120
121
Deneysel
Experiment
Indicated Diagram
100
101
Sektör
Sector
Pressure[bar]
80
AHR[J/dCA]
TamModel
Full Model
81 Deneysel
Experiment
60
61 3D - CFD
40
41
20
21
0
1
680 700 720 740 760 780 800
-20 0 0,2 0,4 0,6 0,8 1 1,2
Crank Angle Volume[lt]

420 dCA 440 dCA 460 dCA
(7mm VL) (8.5mm VL) (9mm VL)
Velocity Magnitude
480 dCA 500 dCA 520 dCA
(8.5mm VL) (7mm VL) (5mm VL)

580 dCA 600 dCA
Velocity Magnitude
650 dCA 700 dCA

Pilot Injection – Fuel Vapor and Temperature

704 dCA 706 dcA 708 dcA
C12H26
704 dcA 706 dcA 708 dcA

Temperature[K]

Hydroxyl Radical (OH) ve Temperature Contours

707.5 dCA 708 dCA 709 dCA
OH
𝛕𝛕𝐢𝐢𝐢𝐢 = 𝟎𝟎. 𝟒𝟒𝟒𝟒 𝐦𝐦𝐦𝐦

Temperature[K]
707.5 dCA 708 dCA 709 dCA
Ignition delay due to the pilot injection is 6dCA  corresponds to 0.43ms

Pilot Injection – Fuel Vapor and Temperature

710 dCA 712 dCA 714 dCA
C12H26
Sıcaklık[K]
710 dCA 712 dCA 714 dCA

720 dCA 724 dCA 728 dCA 732 dCA
736 dCA 740 dCA 744 dCA 750 dCA
Temperature
722 dCA 724 dCA 726 dCA
728 dCA 730 dCA 732 dCA
Fuel Vapor
 Flow and combustion analyses of a TIER IV diesel engine are done with
Computational Fluid Dynamics.
 Performance characteristics of the engine are obtained and compared with
available experimental results.
 In-cylinder pressure and apparent heat release are predicted with reactive
CFD simulations and compared with experiment.
 The effect of EGR(Exhaust Gas Recirculation) over power and emissions are
investigated, NO - Soot optimization is also investigated.
 Ignition delay due to the pilot injection is predicted.
 LES(Large Eddy Simulation) is planned to use in order to simulate in cylinder
flow and combustion.
 In order to make more realistic predictions for combustion and emissions,
DARS(Digital Analysis of Reaction Systems) will be used.
 CFD analyses of aftertreatment components like SCR and DOC will be
conducted in order to see their effectiveness.

Velocity Magnitude
5/26/2022 TOBB ETU CSL – Combustion Systems Lab 59

Velocity Magnitude

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MAK478 PPS1 - Ch3 - ICE HG MScThesis

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MAK 478 – Power & Propulsion Systems I

2022 – Summer Semester

26 May 2022 TOBB ETÜ – Mechanical Engineering[ Sıtkı UsLu ] 1

COMPUTATIONAL FLUID DYNAMICS ANALYSES OF FLOW AND

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 3

• Engine Performance Characteristics

• Steady-State In-Cylinder Swirl Simulations

• 3D Reactive CFD Simulations

• Exhaust Gas Recirculation(EGR) Effect

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 4

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 5

EVO = 65° bBDC

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 6

TIER IV Engine 1D Gas Exchange Analyses Model

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 7

Gas Exchange Analyses

50 Power - Experiment 250

40 Power - 1D Calculation 200

30 Torque - Experiment 150

20 Torque - 1D Calculation 100

Gas Exchange Analyses

Steady-State In-Cylinder Swirl Simulations

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 10

Steady-State In-Cylinder Swirl Simulations

Paddle Wheel Torquemeter

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 11

Steady-State In-Cylinder Swirl Simulations

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 12

0,1 0,14 0,18 0,22 0,1 0,15 0,2

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 13

Steady-State In-Cylinder Swirl Simulations

Location of Horizontal Planes along Cylinder Axis[mm]

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 14

Steady-State In-Cylinder Swirl Simulations

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 15

Steady-State In-Cylinder Swirl Simulations

∫𝑨𝑨 𝑹𝑹𝑽𝑽𝜽𝜽 𝑽𝑽𝒂𝒂 𝒅𝒅𝒅𝒅

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 16

3D Reactive CFD Simulations

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 17

3D Reactive CFD Simulations

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 19

3D Reactive CFD Simulations

2. Unmixed Fuel Zone

𝝉𝝉𝒎𝒎 ≡ 𝝉𝝉𝑻𝑻 = 𝒌𝒌�𝜺𝜺

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 20

3D Reactive CFD Simulations

Extended Coherent Flame Model – Three Zone(ECFM-3Z)

Dissociation and Radical Formation Kinetic

𝑂𝑂2 + 2𝐻𝐻2 𝑂𝑂 ⇄ 4𝑂𝑂𝑂𝑂 𝐶𝐶𝐶𝐶 + 𝑂𝑂𝑂𝑂 ⇄ 𝐶𝐶𝐶𝐶2 + H

𝑂𝑂2 + 2𝐶𝐶𝐶𝐶 ⇄ 2𝐶𝐶𝐶𝐶2 Soot

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 21

3D Reactive CFD Simulations Boundaries

5/26/2022 TOBB ETU CSL – Combustion Systems Lab 22

3D Reactive CFD Simulations

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 23

3D Reactive CFD Simulations Mesh Study

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 24

3D Reactive CFD Simulations Mesh Study

120 In-Cylinder Pressure

26.05.2022 TOBB ETU CSL – Combustion Systems Lab 25

3D Reactive CFD Simulations