Research Talk

RESEARCH TALK
Introduction to Combustion Modelling in Diesel Engines

JENSEN SAMUEL J
(PHD SCHOLAR)
ME14D016

UNDER THE GUIDANCE OF

PROF. A. RAMESH
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Map Based

Control Based on
Introduction Combustion
Feedback

Model Based

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Objectives
• Develop physics based models to predict ignition delay and combustion in real-time in a common rail direct
injection diesel engine:

• Model for ignition delay of each injection pulse – Physical delay and Chemical delay
• Model for Premixed combustion of each injection (Pilot, main, post)
• Model Diffusion combustion of each injection (spray guided phase and burnout phase)

• Extension of the models for transient combustion prediction and application

• Development of an open engine control platform with necessary interfaces wherein the developed models can
be incorporated and evaluated on the actual engine.

• Implementation of the models and evaluation of their performance under steady and transient conditions.

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Experimental Test Setups

Steady-State Test setup Transient Test setup

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Sensor power supply module Potentiometric Principle based VGT Position Sensor Engine Cranking Indicator

Hall effect Principle based Current sensors Throttle actuation system Open-ECU Power supply module

Some In-house Developments 5

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Comparison of Existing Ignition Delay Models
Stringer Pischinger Fujimoto
0.45 1 1.4

0.4
1.2
0.35 0.8
Predicted Ignition Delay (ms)

Predicted Ignition Delay (ms)

Predicted Ignition Delay (ms)

1
0.3
0.6
0.25 0.8

0.2
0.4 0.6
0.15
Pilot Pilo 0.4
0.1 0.2 t Pilot
Main
0.05 0.2 Main

0 0
-0.2 0.0 0.2 0.4 0.6 0.8 1.0 1.2 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 0
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4
Experimental Ignition Delay (ms) Experimental Ignition Delay (ms)
Experimental Ignition Delay (ms)

1
Assanis 1
Watson 1
Wolfer

0.8 0.8 0.8

Predicted Ignition Delay (ms)

Predicted Ignition Delay (ms)

Predicted Ignition Delay (ms)

0.6 0.6 0.6

0.4 0.4 0.4

Pilo Pilot Pilot

0.2 t 0.2 0.2 Mai
Main n

0 0 0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

Experimental Ignition Delay (ms) Experimental Ignition Delay (ms) Experimental Ignition Delay (ms) 6
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Combustion Modelling
Zero Dimensional

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Existing Combustion Models

Combustion Model Equation
Weibe Model
Double
Double Weibe
Weibe Model
Model Weibe
Weibe model
model applied
applied to
to premixed
premixed and
and diffusion
diffusion phases
phases

Watson Model Pre-mixed burning function

Watson Model Pre-mixed burningFunction
Diffusion Burning function
Egnell Model Diffusion Burning Function
AVL MCC
Egnell Model
Barba Model
AVL MCC

Barba Model

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MCC Model
•Rate of burning is proportional to the available fuel and the
rate of entrainment of air.

Where
rate of heat release
= model constant = 1000 kJ/kg degree
, = functions
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Rate of Generation of Kinetic Energy

• The kinetic energy created by injection at high velocity
degenerates to random turbulence determined by Cturb.
• In this work, Cturb is assumed to be equal to 0.2

Where
= rate of generation of turbulent kinetic energy of the fuel
jet into the cylinder
= injection rate of the fuel
= Velocity of the spray jet (m/s)
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Energy Dissipation and Total TKE

•• With the passage of time, TKE of spray dissipates as heat since the
size of the eddies decreases to a level too low to maintain the TKE.
• Dissipation rate is given by

The rate of change of total turbulent kinetic energy is given by

Where
= rate of energy dissipation
Etotal = total turbulent kinetic energy of the fuel jet at a given
n = engine speed
=Dissipation constant = 0.1 s-1
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Density of Turbulent Kinetic Energy

• At any instant during combustion, the density of TKE is
obtained by dividing the total TKE of the spray (Eu) by the
mass of the air-fuel mixture in the spray.

Where
= cumulative mass of fuel injected
= air excess ratio for diffusion burning = 1.4
= Air-fuel ratio for the stoichiometric combustion of Diesel
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MCC Concept – free air

Rate of Generation of TKE:
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Regimes of Combustion in a modern

DI Diesel engine
• Regime 1: During the early period, the spray is in the free air. Here ROHR is
proportional to the TKE produced at the nozzle as decay of energy is very
little
• Regime 2: Combustion spray impinges on the piston wall. Sudden loss of
kinetic energy to slow down the rate of mixing and hence combustion. The
spray continues to burn at a nearly constant rate until the injection is on.
• Regime 3: After EOI, the
combustion rate decays
asymptotically as fresh
energy input to turbulence
in the fuel spray has
stopped. The fuel continues
to burn until too little diesel
is left to burn.
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Thank
You

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