Spray penetration, combustion, and soot formation characteristics of the ECN Spray C and Spray D injectors in multiple combustion facilities

Maes, Noud; Skeen, Scott A.; Bardi, Michele; Fitzgerald, Russell P.; Malbec, Louis Marie; Bruneaux, Gilles; Pickett, Lyle M.; Yasutomi, Koji; Martin, Glen C.

doi:10.1016/j.applthermaleng.2020.115136

Cited by 42 publications

(16 citation statements)

References 65 publications

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“…In general, erosion is observed to have minimal effect on first and second stage ignition, with only a slight decrease in first stage ignition delay to 0.16 ms ASOI and increase in second stage ignition delay to 0.32 ms ASOI. The insensitivity of ignition delay to changes in the injection profiles across the baseline and eroded orifices is consistent with the findings from Maes et al in their comparison of the single-hole ECN cavitating (Spray C) and non-cavitating (Spray D) injectors, which have similarly sized orifice diameters (179-191 µm) operated under a similar condition (22.8 kg/m 3 , 900 K, 15% O2) to that studied in this work [19]. However, erosion was observed to influence flame lift off length.…”

Section: Resultssupporting

confidence: 91%

“…For all orifices, the wider spreading angles in the eroded injector led to shorter lift off lengths. Although this finding is qualitatively consistent with those from Maes et al in comparing the lift off lengths of the Spray C and D injectors [19], the predicted lift off lengths in the eroded A-M3 injector do not directly correlate with the spreading angle. The shorter lift off length for Orifice 1 is likely due to the enhanced mixing field from the narrower spreading angle and higher injection velocities relative to Orifices 2 and 3, as noted in Table 1.…”

Section: Resultssupporting

confidence: 87%

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Linking cavitation erosion in a multi-hole injector with spray and combustion development

Magnotti

Kundu

Nunno

et al. 2021

ICLASS

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It is well known that cavitation erosion in fuel injectors can prevent reliable engine performance after only several thousand hours of operation. However, current simulation tools lack the ability to link flow predictions within the fuel injector to both the efficacy of combustion strategies and lifetime of the injector. Multiphase flow simulation predictions were studied and compared between an informed baseline injector geometry and an x-ray scanned eroded injector geometry. Overall, erosion was found to decrease the fuel mass delivery and injection velocities. A two-stage static coupling approach was employed to link the predicted injection conditions from non-eroded and eroded injectors with the external spray simulations under reacting conditions. Combustion modeling in this coupled approach was carried out using the Unsteady Flamelet Progress Variable approach with a detailed chemical mechanism for ndodecane, comprising of 2,755 species and 11,173 reactions. Erosion in the injectors led to lower rates of spray penetration in comparison to the baseline configurations. Analysis of the reacting spray simulations revealed an insensitivity of ignition to erosion, yet shorter lift off lengths and higher levels of the soot precursor acetylene were predicted in the eroded injector.

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Section: Resultssupporting

confidence: 91%

Section: Resultssupporting

confidence: 87%

Linking cavitation erosion in a multi-hole injector with spray and combustion development

Magnotti

Kundu

Nunno

et al. 2021

ICLASS

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“…Both injectors have minimal differences in terms of mass flow and orifice diameter, one of the injectors was manufactured with a straight hole and a sharp orifice inlet to induce cavitation, while the other injector was subjected to hydro-erosive grinding and features a convergent hole. The results of this work, shown by Maes et al [114], highlight that the effect of cavitation has an influence on flame lift-off length and ignition delay.…”

Section: Effect Of Cavitation On Combustion Efficiency For Different Nozzle Geometrysupporting

confidence: 63%

Review on the Effect of the Phenomenon of Cavitation in Combustion Efficiency and the Role of Biofuels as a Solution against Cavitation

et al. 2021

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Concerning the problem of wanting the performance of heat engines used in the automotive, aeronautics, and aerospace industries, researchers and engineers are working on various possibilities for improving combustion efficiency, including the reduction of gases such as CO, NOx, and SOx. Such improvements would also help reduce greenhouse gases. For this, research and development has focused on one factor that has a significant impact on the performance of these engines: the phenomenon of cavitation. In fact, most high-performance heat engines are fitted with a high-speed fuel supply system. These high speeds lead to the formation of the phenomenon of cavitation generating instabilities in the flow and subsequently causing disturbances in the combustion process and in the efficiency of the engine. In this review article, it is a question of making a state-of-the-art review on the various studies which have dealt with the characterization of the phenomenon of cavitation and addressing the possible means that can be put in place to reduce its effects. The bibliographic study was carried out based on five editors who are very involved in this theme. From the census carried out, it has been shown that there are many works which deal with the means of optimization that must be implemented in order to fight against the phenomenon of cavitation. Among these solutions, there is the optimization of the geometry of the injector in which the fuel flows and there is the type of fuel used. Indeed, it is shown that the use of a biofuel, which, by its higher viscosity, decreases the effects of cavitation. Most of these jobs are performed under cold fluidic conditions; however, there is little or no work that directly addresses the effect of cavitation on the combustion process. Consequently, this review article highlights the importance of carrying out research work, with the objective of characterizing the effect of cavitation on the combustion process and the need to use a biofuel as an inhibitor solution on the cavitation phenomenon and as a means of energy transition.

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“…For years, lots of efforts have been made to decrease the level of exhaust gas emissions and to enhance the performance of direct injection diesel engines. To achieve this goal, different approaches have been applied such as using alternative fuels )alcoholic, 6,7 biofuels, 8 gaseous 9–11 ), using fuel additives, 12,13 increasing the direct fuel injection pressure, 14,15 changing the nozzle geometry configuration, 16,17 exhaust gas recirculation (EGR), 18,19 varying injection rate and timing, 20–22 pilot-injection, 23,24 post-injection, 25,26 and multiple injection strategies. 27,28 Besides these strategies, various combustion technologies, such as homogenous charge compression ignition, 29 part premixed charge compression ignition, 30 and premixed charge compression ignition, 31 have been proposed and widely investigated to achieve better fuel economy and lower emissions in compression ignition engines.…”

Section: Introductionmentioning

confidence: 99%

Assessment of the impacts of combustion chamber bowl geometry and injection timing on a reactivity controlled compression ignition engine at low and high load conditions

Jafari

Seddiq

Mirsalim

2020

International Journal of Engine Research

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The present paper aims to assess the impacts of diesel injection timing and two bowl geometries including re-entrant and wide-shallow combustion chambers on the combustion characteristics, emissions formation, and fuel consumption in a reactivity controlled compression ignition diesel engine under low and high load (five and nine bar indicating mean effective pressure) conditions. The results revealed that diesel injection at −60 CA ATDC under low load conditions significantly decreased soot and NOx emissions simultaneously for both piston bowl geometries. The use of the wide-shallow chamber decreased the period of the ignition delay and increased the engine operable load range as a result of more stable combustion under high-load conditions compared to the re-entrant chamber. Moreover, at all diesel injection timings, the indicated specific fuel consumption was decreased by nearly 4.8 and 6.6% under low and high load conditions, respectively when the wide-shallow combustion chamber was used since the heat transfer loss was lower than that of the re-entrant chamber. However, NOx emission under high load conditions at the center of the combustion chamber and more soot emission in the exhaust gas are two disadvantages of the wide-shallow chamber versus the re-entrant combustion chamber.

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Spray penetration, combustion, and soot formation characteristics of the ECN Spray C and Spray D injectors in multiple combustion facilities

Cited by 42 publications

References 65 publications

Linking cavitation erosion in a multi-hole injector with spray and combustion development

Linking cavitation erosion in a multi-hole injector with spray and combustion development

Review on the Effect of the Phenomenon of Cavitation in Combustion Efficiency and the Role of Biofuels as a Solution against Cavitation

Assessment of the impacts of combustion chamber bowl geometry and injection timing on a reactivity controlled compression ignition engine at low and high load conditions

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