Modelling the Rate of Heat Release in Common Rail Diesel Engines: a Soft Computing Approach

Development of a Coupling Approach between 0D D.I. Diesel Combustion and Pollutant Models: Application to a Transient Engine Evolution

“…Cesario et al [6] defined a mathematical function to fit the combustion heat release rate. The parameters of this function were then optimized and mapped according to experimental results.…”

“…In this burning mode, the combustion is piloted by the mixture speed between the injected fuel and the surrounding air. Generally, the mass of fuel burnt in this mode is defined with a simple equation [1,[16][17][18][19]: (6) where m f,mix is the available mass of fuel in the mixing controlled zone. f(k) is a function of the turbulent kinetic energy in the combustion chamber, if the mixture between the injected fuel and the fresh air is supposed to be mixed by the turbulent kinetic energy k. According to the work of Chmela et al [16] and Jaine [11], the turbulent kinetic energy k in a DI Diesel engine is mainly created by the kinetic energy introduced by the spray.…”

Parametric combustion modeling for ethanol-gasoline fuelled spark ignition engines

“…Additional variables involved in the correlation make the correlation more complex [27][28][29]. However, the combination of power and product functional forms found in the literature have simpler correlation which allows the correlation among the variables to be observed directly from the correlation and minimizes the potential for nonphysical correlation [30][31][32].…”

“…The detailed process of developing the burn duration correlation can be found in Chapter IV that focuses on developing the burn duration correlation using data obtained from MTU-CFR engine using variable compression ratios from 8:1 to 16:1, a full sweep of spark timings and EGR from 0 to 30% using five different ethanol-gasoline blends. The following comparing the burn duration correlation developed in this dissertation to the existing burn duration correlation [30][31][32] using 2680 data point collected from GM-LAF and MTU-Hydra engines. The existing B0010 were obtained by fitting the data to Equation (I-1) to determine the coefficient C 1 .…”

“…Several empirical burn duration correlations as a function of engine operating condition have been proposed. The computed burn duration from measured pressure trace were correlated to the engine operating conditions in forms including polynomial [11], combination polynomial and product form [27][28][29], product-power form [30][31][32], etc.…”