Using detailed chemical kinetics 3D-CFD model to investigate combustion phase of a CNG-HCCI engine according to control strategy requirements

Yousefzadeh, Ali; Jahanian, Omid

doi:10.1016/j.enconman.2016.10.072

Cited by 39 publications

(9 citation statements)

References 33 publications

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“…Alternative Fuels for Internal Combustion Engines DOI: http://dx.doi.org/10.5772/intechopen.85446 gas [99][100][101][102][103][104], ethanol [105-108], acetylene [109][110][111][112][113][114] and hydrogen [115][116][117][118][119][120][121][122]. Reactivity controlled compression ignition (RCCI), premixed charge compression ignition (PCCI) and partially premixed combustion (PPC) are other new ICE applications.…”

Section: Co and Hc Emissions Versus Different Fractions Of Hydrogenmentioning

confidence: 99%

The Future of Internal Combustion Engines

Carlucci¹

2019

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USA). His research interest is mainly in combustion strategies with alternative fuels. He has taken part in different national and international research projects. He is the author of three book chapters, about 40 international journal papers, and approximately 40 papers presented during international and national congresses. He is the editor for two international journals and guest editor for a special issue on dual-fuel combustion. ContentsPreface XIII Section 1The Challenges of Future Internal Combustion Engines 1 Chapter 1 3 Introductory Chapter: The Challenges of Future Internal Combustion Engines by Antonio Paolo Carlucci Section 2 CO 2 Reduction from Internal Combustion Engines 7 Chapter 2 9 Dual-Fuel Combustion by Mateos Kassa and Carrie Hall Chapter 3

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Section: Co and Hc Emissions Versus Different Fractions Of Hydrogenmentioning

confidence: 99%

The Future of Internal Combustion Engines

Carlucci¹

2019

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“…On the other hand, CH 4 or natural gas (NG) CFD models have been carried out in dual fuel diesel engines [46][47][48], homogeneous charge compression ignition (HCCI) [49,50] and in SI engines [51][52][53], analyzing pressure, temperature, emissions and the influence of injection [43] Laminar flame speed (m/ s) 2.65-3.25 [30] 0.38 [30] 0.68-0.88 [31,32] STP means standard temperature (273.15 K) and pressure conditions (10 5 Pa) according to IUPAC [33].…”

Section: Introductionmentioning

confidence: 99%

Comprehensive analysis of the combustion of low carbon fuels (hydrogen, methane and coke oven gas) in a spark ignition engine through CFD modeling

Ortiz-Imedio

Ortiz

Ortíz

2022

Energy Conversion and Management

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The use of low carbon fuels (LCFs) in internal combustion engines is a promising alternative to reduce pollution while achieving high performance through the conversion of the high energy content of the fuels into mechanical energy. However, optimizing the engine design requires deep knowledge of the complex phenomena involved in combustion that depend on the operating conditions and the fuel employed. In this work, computational fluid dynamics (CFD) simulation tools have been used to get insight into the performance of a Volkswagen Polo 1.4L port-fuel injection spark ignition engine that has been fueled with three different LCFs, coke oven gas (COG), a gaseous by-product of coke manufacture, H 2 and CH 4 . The comparison is made in terms of power, pressure, temperature, heat release, flame growth speed, emissions and volumetric efficiency. Simulations in Ansys® Forte® were validated with experiments at the same operating conditions with optimal spark advance, wide open throttle, a wide range of engine speed (2000-5000 rpm) and air-fuel ratio (λ) between 1 and 2. A sensitivity analysis of spark timing has been added to assess its impact on combustion variables. COG, with intermediate flame growth speed, produced the greatest power values but with lower pressure and temperature values at λ = 1.5, reducing the emissions of NO and the wall heat transfer. The useful energy released with COG was up to 16.5% and 5.1% higher than CH 4 and H 2 , respectively. At richer and leaner mixtures (λ = 1 and λ = 2), similar performances were obtained compared to CH 4 and H 2 , combining advantages of both pure fuels and widening the λ operation range without abnormal combustion. Therefore, suitable management of the operating conditions maximizes the conversion of the waste stream fuel energy into useful energy while limiting emissions.

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“…CFD models demonstrate good agreement with experimental data. 7,8 However, large computational cost limits applicability to coarse meshes and/or reduced/skeletal chemical kinetic mechanisms with hundreds rather than thousands of species. Running the hundreds of cases necessary for defining operating regimes is also a challenge due to computational intensity.…”

Section: Introductionmentioning

confidence: 99%

Computationally efficient evaluation of optimum homogeneous charge compression ignition operating range with accelerated multizone engine cycle simulation

Garcia-Guendulain

Ramirez-Barron

Riesco-Ávila

et al. 2020

International Journal of Engine Research

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The very intensive calculations necessary to define a performance map requiring evaluation of over a hundred individual operating points can be efficiently conducted with accelerated multizone for engine cycle simulation, leading to a definition of regions of acceptable and optimum homogeneous charge compression ignition operation. Accelerated multizone for engine cycle simulation has the virtue of enabling accurate evaluation of many operating conditions based on thermal stratification data from a single fluid mechanics run at motored conditions. This is possible because thermal stratification is more sensitive to engine geometry than to operating conditions. In this article, accuracy of accelerated multizone for engine cycle simulation is demonstrated by comparison with experimental data for iso-octane homogeneous charge compression ignition operation over a broad range of lean equivalence ratios (0.14–0.28). The validated accelerated multizone for engine cycle simulation model is then applied to generating a performance map for an engine controlled by appropriately adjusting equivalence ratio and internal exhaust gas recirculation. Regions of acceptable and optimum combustion are identified. It is finally demonstrated that while indicated mean effective pressure remains low for optimum homogeneous charge compression ignition operation (1–4 bar), this is sufficient for a large fraction of typical driving in light-duty vehicles. Much driving including idle can therefore be done in homogeneous charge compression ignition mode at high efficiency and low (essentially zero) NO x and particulate matter emissions.

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Using detailed chemical kinetics 3D-CFD model to investigate combustion phase of a CNG-HCCI engine according to control strategy requirements

Cited by 39 publications

References 33 publications

The Future of Internal Combustion Engines

The Future of Internal Combustion Engines

Comprehensive analysis of the combustion of low carbon fuels (hydrogen, methane and coke oven gas) in a spark ignition engine through CFD modeling

Computationally efficient evaluation of optimum homogeneous charge compression ignition operating range with accelerated multizone engine cycle simulation

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