Effect of piston shape on in-cylinder flows and air–fuel interaction in a direct injection spark ignition engine – A CFD analysis

Harshavardhan, Ballapu; Mallikarjuna, J M

doi:10.1016/j.energy.2014.12.049

Cited by 49 publications

(19 citation statements)

References 19 publications

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“…Kacem et al [7] as well as Hamzehloo and Aleiferis [33], Harshavardhan and Mallikarjuna [34], Rahiman et al [28], Schmitt et al [31] and Giannakopoulos et al [32] recommended the numerical simulation approach as an important tool to investigate the engine in-cylinder flow. The SolidWorks Flow Simulation (SWFS) code was used in many researches treating different topics in Computational Fluid Dynamics (CFD) [7,27,[35][36][37][38][39].…”

Section: Cfd Simulationmentioning

confidence: 99%

Simulation and Empirical Studies of the Commercial SI Engine Performance and Its Emission Levels When Running on a CNG and Hydrogen Blend

2017

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This article is a report on a simulation based on Computational Fluid Dynamics (CFD) and an empirical investigation of in-cylinder flow characteristics, In addition, it assesses the performance and emission levels of a commercial-spark ignited engine running on a CNG and Hydrogen blend in different ratios. The main objective was to determine the optimum hydrogen ratio that would yield the best brake torque and release the least polluting gases. The in-cylinder flow velocity and turbulence aspects were investigated during the intake stroke in order to analyze the intake flow behavior. To reach this goal, a 3D CFD code was adopted. For various engine speeds were investigated for gasoline, CNG and hydrogen and CNG blend (HCNG) fueled engines via external mixtures. The variation of brake torque (BT), NO X and CO emissions. A series of tests were conducted on the engine within the speed range of 1000 to 5000 rpm. For this purpose, a commercial Hyundai Sonata S.I engine was modified to operate with a blend of CNG and Hydrogen in different ratios. The experiments attempted to determine the optimum allowable hydrogen ratio with CNG for normal engine operation. The engine performance and the emission levels were also analyzed. At the engine speed of 4200 rpm, the results revealed that beyond a ratio of 50% of the volume of hydrogen added to CNG a backfire phenomenon appeared. Below this ratio (0~40%) of the hydrogen volume, the CNG and Hydrogen blend seemed to be beneficial for the engine performance and for curtailing the emission level. However, at low engine speeds, the NO X concentration increased simultaneously with hydrogen content. In contrast, at high engine speeds, the NO X concentration decreased to its lowest level compared to that reached with gasoline as a running fuel. The concentration levels of HC, CO 2 , and CO decreased with the increase of hydrogen percentage.

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Section: Cfd Simulationmentioning

confidence: 99%

Simulation and Empirical Studies of the Commercial SI Engine Performance and Its Emission Levels When Running on a CNG and Hydrogen Blend

2017

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“…For further development of stratified charge SIDI engines, a deep fundamental understanding of the fuel-air mixing process is a very critical step. Large efforts are being made in both laser-based in-cylinder visualization [9] and simulation models [10] to gain insight into the air-fuel mixing process.…”

Section: Introductionmentioning

confidence: 99%

Influence of Early and Late Fuel Injection on Air Flow Structure and Kinetic Energy in an Optical SIDI Engine

Chen

Zhuang

Reuss

et al. 2018

SAE Technical Paper Series

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he turbulent in-cylinder air flow and the unsteady high-pressure fuel injection lead to a highly transient air fuel mixing process in spark-ignition directinjection (SIDI) engines, which is the leading cause for combustion cycle-to-cycle variation (CCV) and requires further investigation. In this study, crank-angle resolution particle image velocimetry (PIV) was employed to simultaneously measure the air flow and fuel spray structure at 1300 rpm in an optically accessible single-cylinder SIDI engine. The measurement was conducted at the center tumble plane of the four-valve pent-roof engine, bisecting the spark plug and fuel injector. 84 consecutive cycles were recorded for three engine conditions, i.e. (1) none-fueled motored condition, (2) homogeneous-charge mode with start of injection (SOI) during intake (50 crank-angle degree (CAD) after top dead center exhaust, aTDCexh), and (3) stratified-charge mode with SOI during mid compression (270 aTDCexh). The air flow structure (quantified by the objective metric-relevance index) and kinetic energy were examined to study the effect of the fuel spray on the air flow. The air flow was nearly identical for three conditions before the fuel injection. During fuel injection, the entrainment of air into the spray was observed near the spray but the flow structure further away from the spray was not significantly affected for both homogeneous and stratified charge modes. Right after the fuel was atomized, the spray increased the kinetic energy of air f low by 48 ± 25% and 45 ± 40% (average ± standard variation, with CCV included in standard deviation) for spray at intake and compression stroke, respectively. Spray changed the flow structure and kinetic energy immediately after injection for both conditions. The changes caused by injection during intake did not affect the flow and CCV at spark timing. For injection during mid compression, both the flow-structure and kinetic-energy CCV were apparently affected at spark timing. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE International.

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“…Finally, type-D piston crown with two cup on same side as shown in Figure 10D. All these pistons are modeled with ring groove and groove pin bore before imported to ANSYS (Harshavardhan and Mallikarjuna, 2015).…”

Section: Results Analysismentioning

confidence: 99%

“…The cups are created by removing the material and the doom is created by shaving the crown. • Piston top ring is considered to be coated with Nickacil (Harshavardhan and Mallikarjuna, 2015). • Other contact friction, such as that due to groove land-ring contact, gudgeon piston bore contact is considered negligible compared to ring-liner, skirt-liner contact friction.…”

Section: Boundary Conditionsmentioning

confidence: 99%

Modeling for Design Optimization of Piston Crown Geometry Through Structural Strength and Lubrication Performance Correlation Analysis

Mishra

Kumar

2019

Front. Mech. Eng.

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Piston subsystem is subjected to very complex but dynamic forces. Such forces include combustion gas force, inertial dynamics forces, lubricating action/damping forces, contact friction forces to name a few. Further, piston ring mounted in piston in addition to these forces experiences out ward springing action inside engine mounting due to inherent elasticity. To evaluate the strength of reciprocating piston, the simultaneous effect of all these forces should be considered, while simulating through finite element method. With effect of all these forces, the currently considered piston of Gray Cast Iron, aluminum alloy and Metal-Metric-Composite (Si-C) are given four different crown shapes for optimization of material and crown geometry for better strength. The rings mounted are considered to be coated with Nickasil. The combined numerical simulation for contact and finite element simulation of structural strength and their correlation suggest many important outcomes. Von-Misses stress is maximum in case of type-B Al-alloy crown, while it is minimum in case of type-C SiC metal matrix piston.

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Effect of piston shape on in-cylinder flows and air–fuel interaction in a direct injection spark ignition engine – A CFD analysis

Cited by 49 publications

References 19 publications

Simulation and Empirical Studies of the Commercial SI Engine Performance and Its Emission Levels When Running on a CNG and Hydrogen Blend

Simulation and Empirical Studies of the Commercial SI Engine Performance and Its Emission Levels When Running on a CNG and Hydrogen Blend

Influence of Early and Late Fuel Injection on Air Flow Structure and Kinetic Energy in an Optical SIDI Engine

Modeling for Design Optimization of Piston Crown Geometry Through Structural Strength and Lubrication Performance Correlation Analysis

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