A Process for an Efficient Heat Release Prediction at Multiple Engine Speeds and Valve Timings in the Early Stage of Gasoline Engine Development

Rota, Christian; Morgan, Rod; Osborne, Richard; Mason, David; Heikal, Morgan; Matrisciano, Andrea; Mustafa, Kenan

doi:10.4271/2019-24-0085

Cited by 2 publications

(28 citation statements)

References 38 publications

(46 reference statements)

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“…Three different B/S ratios equal to 0.94, 0.83 and 0.70 were investigated. The compression ratio for case 1, 2 and Thus, as expected, longer strokes would result in faster combustion duration while the engine bore is held constant thanks to higher MPS [114,115]. Moreover, cases with smaller bore (Case 4,5 and 6) show higher τt profiles compared to the baseline Case1.…”

Section: Bore To Stroke Ratio Effect On In-cylinder Turbulencesupporting

confidence: 56%

“…The main engines' geometric parameters are summarised in Table 1. Experimental combustion data, as well as the predicted burn rates of engine A can be found in Rota et al 42 Engines B and C are the developments derived from engine A. More compact combustion chamber geometry (e.g.…”

Section: Experimental Datamentioning

confidence: 99%

“…3 Thus, in the process in Figure 1, it was assumed that the magnitude of the characterised turbulence shape, against the crank angle, can be scaled on the intake flow speed. In Rota et al, 42 a turbulence scaling factor correlating the change in the intake port velocity, predicted by the 1D engine system model, to the SRM turbulence input known as turbulent scalar mixing, t SRM , was developed. A 3D non-combusting CFD analysis was carried out to validate in-cylinder turbulence responses derived with the scaling factor.…”

Section: Introductionmentioning

confidence: 99%

“…The work reported in this article is based on the process previously reported in Rota and colleagues. 42,43 In this work, the scaling factor's capability to predict the engine RoHR for different operating points will be assessed against two different engines. The modelling methodology, including the underlying assumptions, will be first described.…”

Section: Introductionmentioning

confidence: 99%

“…CFD prediction of different bore to stroke ratios effect on the turbulent mixing time τt, (graph A). Scalar mixing time for different bore to stroke ratios derived using turbulence scaling factor response (graph B).Initial drop seen in the τt profiles results, at around 580 °CA ATDC(F) is due to the IVC timing and the corresponding ε generation[114].Increased k and ε at EVO timing are instead the reason of the sudden drop in the turbulent mixing time profiles, occurring during the late part of the expansion stroke. Results show that, different B/S ratios modify the τt shape profile since the overall engine design changed with different B/S ratios.…”

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confidence: 99%

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A process for an efficient heat release prediction at the concepts screening stage of gasoline engine development

Rota

Morgan

Mustafa

et al. 2020

International Journal of Engine Research

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In recent years, the exploration of new combustion technologies has accelerated in response to increasingly stringent emissions regulations and fuel economy demands. Virtual engineering tools, that enable the screening of novel hardware and engine calibrations at the early stage of engine development, have become imperative to meet new emission regulations. One-dimensional engine simulations are used at the start of the design of a new engine to define the overall combustion system geometries. Later, more complex three-dimensional computational fluid dynamics calculations are coupled to one-dimensional engine system codes to optimise initial concept geometries and define a system design ready for prototyping. To provide meaningful results, one-dimensional engine system codes often use empirical-based combustion models to calculate the engine burn rate. Moreover, realistic engine burn rates responses, for the entire engine map and for different calibrations, are required to provide three-dimensional computational fluid dynamics codes with correct boundary conditions during the design optimisation phase. Thus, the burn characteristic of new non-traditional combustion solution, for which little experimental data are available, needs to be initially assumed. To improve virtual development and reduce this uncertainty, the industry’s attention shifted towards quasi-dimensional combustion models capable of providing engine burn rate predictions. Within the quasi-dimensional modelling framework, turbulence models, adding extra user-input variables, are required to capture the effect of different combustion chamber geometries on the engine combustion rate. Rigorous validation of zero-dimensional turbulence models for different engine concepts and calibrations is therefore needed to enable quasi-dimensional combustion models to predict the engine burn rate. An alternative methodology, with limited dependency on previous test data, is required to enhance the exploration of novel combustion strategies and geometric architectures. An available process, based on a quasi-dimensional combustion stochastic reactor model, a one-dimensional engine system model and non-combusting three-dimensional computational fluid dynamics calculations, was used for this work. The approach uses limited non-combusting computational fluid dynamics calculations and a previously developed scaling factor response for the stochastic reactor model turbulence input ( τSRM) to quickly predict the engine rate of heat release. In this work, the scaling factor response was assessed against two different engine variants over a variety of engine operating conditions. Moreover, the same response was used to predict the effect of different bore-to-stroke ratios on the engine combustion rate and knock tolerance. Non-combusting computational fluid dynamics and one-dimensional engine system simulations have been carried out to investigate changes in turbulence characteristics due to different engine variants and bore-to-stroke ratios. It was shown that limited number of non-combusting computational fluid dynamics runs is required to characterise the in-cylinder turbulence for each explored engine variant. The scaling factor response was used to manipulate the turbulence input ( τSRM) resulting in good engine burn rates predictions for the explored engine variants and bore-to-stroke ratios. The presented methodology showed augmented predictive capabilities and has potential to move the engine development towards a less hardware dependent virtual approach, offering a practical solution for the exploration of new engine concepts.

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Section: Bore To Stroke Ratio Effect On In-cylinder Turbulencesupporting

confidence: 56%

Section: Experimental Datamentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

mentioning

confidence: 99%

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