Effect of Piston Crown Shape on In-Cylinder Flow Characteristics in a Direct Injection Engine - A CFD Study

Sureshkumar, J.; Ganesan,; Mallikarjuna, J M; Govindarajan, S.

doi:10.4271/2013-01-2797

Cited by 6 publications

(6 citation statements)

References 10 publications

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“…DI engine was analyzed using CFD with flat and bowl shape piston crown profiles at WOT under non-firing conditions. Bowl shaped piston crown profile shows better results towards mixture characteristics because of uphold of tumble effect for wider period than flat crown shape [16].…”

Section: Introductionmentioning

confidence: 94%

Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

Nagareddy¹,

Govindasamy²

2022

THERM SCI

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In this study, the combustion chamber geometry for spray-guided, wall-guided, and air-guided combustion strategies were fabricated. The piston crown shape and the cylinder head in each combustion chamber geometry was machined by fixing the fuel injector and spark plug at proper positions to obtain swirl, turbulence, and squish effects for better mixing of fuel with air and superior combustion of the mixture. Conducted tests on all the three modified gasoline direct injection engines with optimized exhaust gas recirculation and electronic control towards fuel injection timing, the fuel injection pressure, and the ignition timing for better the performance and emissions control. It is clear from the results that NOx emissions from all three combustion modes were reduced by 4.9% upto 50% of loads and it increase for higher loads due to increase of in-cylinder pressure. The fuel consumption and emissions showed better at 150 bar Fuel Injection Pressure for wall-guided combustion chamber geometry. Reduced HC emissions by 3.7% and 4.7%, reduced CO emissions by 2% and 3.3%, reduced Soot emissions by 6.12% and 10.6%. Reduces specific fuel consumption by about 10.3% and 13.3% in wall-guided combustion strategy compare with spray-guided and air-guided combustion modes respectively.

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Section: Introductionmentioning

confidence: 94%

Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

Nagareddy¹,

Govindasamy²

2022

THERM SCI

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“…2–4 There are three ways to increase TR and SR: changing the angle or geometric design of intake, 1,3,5–18 the intake baffle, 2–4,12,14,19 and the geometric design of piston. 18,20,21…”

Section: Introductionmentioning

confidence: 99%

“…[9][10][11][12]19 The results of the numerical simulation can also be compared with experimental data to verify its accuracy. 1,7,8,20 It was found that the error between experimental and simulated intake flow is 5%-7% by using steady and unsteady simulation of the flow field in the intake port or cylinder. Therefore, numerical simulation is indeed available for engine design.…”

Section: Introductionmentioning

confidence: 99%

“…Analyzing TR, SR and Turbulence Kinetic Energy (TKE) can be referred to as investigating the air-fuel mixing process in the in-cylinder flow field. 9,10,14,19,20 Therefore, it is necessary to consider the turbulence intensity, and the most commonly used is the k-e turbulence model for Reynolds averaged Navier-Stokes (RANS). [9][10][11][12]19 The results of the numerical simulation can also be compared with experimental data to verify its accuracy.…”

Section: Introductionmentioning

confidence: 99%

“…[2][3][4] There are three ways to increase TR and SR: changing the angle or geometric design of intake, 1,3,[5][6][7][8][9][10][11][12][13][14][15][16][17][18] the intake baffle, [2][3][4]12,14,19 and the geometric design of piston. 18,20,21 Increasing TR or SR improves not only fuel-air mixture and combustion efficiency but also a cycle-by-cycle variation (CBCV). 4,13 It can reduce knocking and thereby improve emissions.…”

Section: Introductionmentioning

confidence: 99%

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Influence of tumble and TKE on combustion, fuel economy, and emissions of a single cylinder motorcycle engine

Lee

2022

International Journal of Engine Research

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The impact of gasoline engines on improving fuel consumption and reducing emissions has received increasing attention around the world, and emissions regulations have become stricter. However, complex techniques in engine improvement increase costs. The purpose of this study is to develop or improve the design of the intake geometry without additional cost to improve the engine thermal efficiency, thereby improving fuel economy and emissions. In this study, emissions and fuel consumption of a 125 c.c. commercially available motorcycle was investigated. In addition to modifying the intake and valve angles and maintaining the intake air volume, a software for computational fluid dynamics (CFD) was used for steady-state and transient analysis of the in-cylinder flow field, tumble ratio and turbulence kinetic energy (TKE), and the results were compared with the data of the experimental platform. The burn duration of the engine, indicated mean effective pressure (IMEP), indicated specific total hydrocarbons (ISHC), nitrogen oxide (ISNOx) and carbon monoxide (ISCO) were measured on the bench. The transient predicted results show that the tumble ratio is a maximum increase of 27.82% at 656 crank angle (CA) degrees near the top dead center (TDC) on the compression stroke. In the ignition area within 5°–20° before top dead center (BTDC), average of the turbulence kinetic energy (TKE) was 120.37 m2/s2, distributed hot area was wide and close to the ignition position. In the steady-state measurement, it was verified that the tumble ratio was significantly improved by modifying inlet, the same trend as the analysis result. In the bench test for full load measurement, the average of IMEP increased by 10.92%, indicated specific fuel consumption (ISFC) improved by 11.7%, burn duration increased by 25.27%, ISCO improved by 43.41%, and ISHC improved by 64.33%. For portion load measurement, the average of ISFC improved by 2.16%, burn duration increased by 24.84%, ISCO improved by 43.44%, ISHC improved by 17.7% and ISNO improved by 12.89%. Based on the results, the tumble and TKE were improved by optimizing the angle between the intake valve and the intake port. The ISFC of model B was significantly improved under the two states. The ignition delay time was longer, and the overall burn duration was much improved. When it came to emissions, the ISCO and ISHC were significantly improved, and the ISNO was much higher at full load but lower at partial load due to the engine temperature and engine loads. At partial loads, the high tumble did benefit the combustion, fuel economy and emissions of a single-cylinder motorcycle engine.

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Modelling Flow Inside a Gasoline Engine

Raut,

Mallikarjuna

2024

Energy, Environment, and Sustainability

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Effect of Piston Crown Shape on In-Cylinder Flow Characteristics in a Direct Injection Engine - A CFD Study

Cited by 6 publications

References 10 publications

Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

Influence of tumble and TKE on combustion, fuel economy, and emissions of a single cylinder motorcycle engine

Modelling Flow Inside a Gasoline Engine

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