INTERNATIONALJOURNALOFAPPLIEDENGINEERINGRESEARCH,DINDIGUL Volume1,No 3,2010 Copyright2010AllrightsreservedIntegratedPublishingAssociation RESEARCHARTICLE ISSN 09764259

CFDModelingandExperimentalValidationofCombustioninDirect IgnitionEngineFueledwithDiesel
UmakantV.Kongre1 ,VivekK.Sunnapwar2 1 DepartmentofMechanicalEngineering,J.D.InstituteofEngineeringandTechnology, MIDC,Lohara,Yavatmal ,Maharastra,445001India. 2 Departmentof MechanicalEngineering,L.T.CollegeofEngineering,NaviMumbai (M.S.),India ukongre@gmail.com ABSTRACT Thispaperdescribesthedevelopmentanduseofsubmodelsforcombustionanalysisindirect injection (DI) diesel engine. In the present study the Computational Fluid dynamics (CFD) code FLUENT is used tomodel complex combustion phenomenon in compression ignition (CI)engine.TheexperimentswereaccomplishedonsinglecylinderandDIengine,withfull load condition at constant speed of 1500 rpm. Combustion parameters such as cylinder pressure, rate of pressure rise and heat release rate were obtained from experiment. The numericalmodelingissolvedbyunsteadyfirstorderimplicit,takingintoaccounttheeffect ofturbulence.FormodelingturbulenceRenormalizationGroupTheory(RNG)kmodelis used. The submodels such as droplet collision model and Taylor Analogy Breakup (TAB) model are used for spray modeling. The wallfilm model is used to assess spraywall interaction. Modeling incylinder combustion, species transport and finiterate chemistry modelisusedwithsimplifiedchemistryreactions.Theresultsobtainedfrommodelingwere compared with experimental investigation. Consequences in terms of pressure, rate of pressureriseandrateofheatreleasearepresented.Therateofpressureriseandheatrelease rate were calculated from pressure based statistics. The modeling outcome is discussed in detailwithcombustionparameters.Theresultspresentedinthispaperdemonstratethat,the CFD modeling can be the reliable tool for modeling combustion of internal combustion engine. Keywords:CFD,DI,combustionmodeling,pressure,heatreleaserate,simulation. 1.Introduction Combustion research is more extensive, diverse and interdisciplinary due to powerful modeling tool like CFD. In CI engine the incylinder multiphase fluid dynamics like fuel spray,chemicalreactionkineticsisinfluencesthecombustion.Inpast,thedieselignitionand combustion process has been modeled with several diverse models: The eddy dissipation model and its derivatives, extensions of the coherent flame model like PDF time scale models, the RIF model. Recent investigations reported the development of new and trustworthy modelsfor combustion(Reitz R.D.et.al. 1995,Kong S.C.et.al2007,Kolade B et.al.2004,KongS.Cet.al.1996,LehtiniemiH.et.al.2005,KongS.C.et.al.2000).The combustion model needs to consider scale fluctuations, inhomogeneities in the flow field, walleffectsandturbulencelevel.Amongst,k,RNGkandtwoscalemodelsofdifferent versionwerecompared.Totakeaccountofflowfeaturesthatarerelevanttocompressibility and turbulence, the RNG k demonstrates considerable accuracy, when compared with experimentaldata(RutlandC.Jet.al.2003).

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TherecognizedsubmodelsforCIDIdieselcombustionincludesspray,dropletbreakupand collision,combustionandwallinteraction.Thecombustionmodelgivesthequantityoffuel atomized, vaporized and burned. Several studies performed with different CFD codes and methodstoinvestigatespraypatterndetailsofdieselinjectionanditseffectsoncombustion process(PeterS.et.al.2000,HergartC.et.al.1999,HountalasD.T.et.al.2004,PhilippA. et.al. 2002, Ubertini S. 2006, Su T.F. et.al.1996, Watkins A.P. et.al.1991 Bianchi G.M. et.al.2001,WatanabeTet.al.2000,AbaniN.et.al.2008).Further,microscalephenomena of spray break up and collision having impact on overall modeling of combustion. The different break up models considering wave instabilities KH and RT mechanism predicted realisticspray (KadocsaA.et.al.2007).Anotherworkperformedusingeddybreakupmodel withFIREcode,modelingconfirmtheexperimentalresults(DjavareshkirnM.H.et.al2009). InDIengine,maximumamountoffuelissprayedoverwallsofcombustionchambertoform the film. The importance of wall film interaction is to analyze the spray, droplet and film details.The combinationof liquid film and spray film model in KIVAII code had confirm the experimental data (Stanton D. et.al.).The combustionphase was also well predictedby consideringtheeffectsofturbulentmixingonthereactionrates(KongS.C.et.al.2002).The application of combustion model in CI DI engines and a comparison between experimental andcalculatedpressurediagramhadshownagoodagreement(PayriF.et.al.1998).Theheat released by fuel combustion is used to compute the pressure evolution in the combustion chamber. In this investigation the CFD code FLUENT is used to simulate diesel combustion Experiments were performed on CI DI engine for combustion parameters measurement. Based on pressure data and their derivatives, rate of pressure rise and heat release rate calculated. Assessment between modeling and experimental data revels that the model predicts precise results. The objective of this work is to perform modeling in CFD and to studythecombustioncharacteristicsofdieselinDIengine. 2.GeometryDevelopmentandMeshingofComputationalDomain CFD codes are structured around the numerical Algorithms that can transaction with fluid flowproblems. Sincethecomputationaldomain isverycomplex,poisedoffourzoneswith different topologies, each zone has been meshed separately. In present workGeometry has beenmodeledandmeshedinpreprocessorGambit.Figure1showsthecomputationaldomain of two dimensional combustion chamber geometry counting inlet and exhaust ports. Both intakeportshavebeenmeshedwithsameorientationintheflowdirectionandtheyarejoined with a cylindrical structured mesh in the zone upstream of the valves. During the compression stroke, once the intake valve is closed, the intake port subdomains are disconnected from the calculation, so that only the combustion chamber is considered. In ordertoensuregridindependenceandimprovedaccuracyoftheresults,threecalculationsof the compression stroke, starting at BDC and with no valve movement (intake valve disconnected), were performed and compared to the solution of the absolute intake and compression simulation. The combustion chamber is bowlinpiston type, which having a hemisphericalgrooveonpistontop.Thegeometry hasbeenmodeledatitszerocrankangle position at TDC as shown in figure 2. In ICE it is necessary that for obtaining realistic simulations,computationmustincludecombustionchambergeometrywithinletandexhaust valve.Thecomputationsperformedonbowlinpistontypecombustionchamberreveledthat,

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insteadofsuctionstrokeattheendofcompressionstrokethegeometryplaysimportantrole toaccessthecombustion.

(a) (b) Figure 1 (a): Geometry of combustion chamber with valves and Figure 1 (b): Mesh structureofcomputationaldomainformodelgeometry. 3.Experiments Experiments were performed on a fully instrumented, single cylinder, four stroke, direct injection,atconstantspeedof1500rpm.ThespecificationoftestengineisgivenintheTable 1. The cylinder pressure data were averaged over 5 consecutive cycles for the same load condition. Pressure was recorded with Crank angle sensor resolution 1degree, speed 5500 rpm has TDCpulse and Piezo sensor Range 5000 PSI. Fordigital load measurement strain gaugesensor,range050Kgwitheddycurrentdynamometerisused.Laboratoryviewbased engineperformanceanalysissoftwarepackageisprovidedforonlineperformanceevaluation. Table1: Enginespecifications Modelandmodel Ratedoutput(BHP/KW) BoreXStroke(mm) Displacementvolume(cc) CompressionRatio FuelInjectionTiming Injectoropeningpressure(bar) Injectorinclination Kirloskar,TV1 7/5.2 87.5x110 661 17.5:1 23BTDC(static) 200205 15toverticalaxis

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4.Modeldevelopment In this paper, the problem is to be solved as unsteady first order implicit with turbulence effectsconsideredtosimulatethecombustionforCI,DIengine.Thenumericalmethodology is segregated pressurebased solution algorithm. For solving species, the discrete phase injection with species transport equation and finite rate chemistry reactions are used. The upwind scheme is employed for the discretization of the model equations. FLUENT usesa controlvolumebased technique to convert the governing equations to algebraic equations that can solve numerically. The governing equations for mass, momentum and energy equations used and appropriate initial boundary conditions were chosen for combustion analysis. 4.1.Turbulencemodel Turbulenceisdistinguishedbyfluctuationofvelocityfield.InthisworkwellknownRNGk modelisusedformodelingturbulence.TheRNGkmodelwasderivedusingathorough statistical technique. It is analogous in form to the standard k model but having an advantage to include effect of swirl, which is important for ICE combustion analysis. TransportequationsfortheRNGke Modelisdefinedas,

(1) (2) In these equations, Gk characterizes the generation of turbulence kinetic energy. Gb is the generation of turbulence kinetic energy due tobuoyancy. YM represents thecontribution of thefluctuatingdilatationincompressibleturbulence.Thequantities akand a aretheinverse effective Prandtl numbersfor k ande, respectively. Sk and Se areuserdefined source terms. The model constants C1 and C2 in equation have values derived analytically by theRNG theory. 4.2.Spraybreakupmodel FLUENT offers two spray breakup models, the TAB and the wave model. In the present workTABmodelisused.TheTABmodelisbasedontheanalogybetweenanoscillatingand distortingdropletandaspringmasssystem.Thedistortingdropleteffectisconsideredinthe presentstudy.Theequationgoverningadamped,forceoscillatoris, Fk d =m (3) Where isthedisplacementofthedropletequatorfromitssphericalpositionandthe coefficientsofthisequationaretakenfromTaylor'sanalogy: , and (4)

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where and are the discrete phase and continuous phase densities, u is the relative velocity of the droplet, ris the undisturbeddroplet radius, sis the droplet surface tension, and isthedropletviscosity. , and aredimensionlessconstants. 4.3.Dropletcollisionmodel Droplet collision model includes tracking of droplets for estimating the number of droplet collisionsandtheiroutcomesinacomputationally efficientmanner.Themodelisbasedon O'Rourke'smethod,whichassumesstochasticapproximationofcollisions.Whentwoparcels ofdropletscollidethenalgorithmfurtherestablishthetypeofcollision.Onlycoalescenceand bouncing outcomes are measured. The probability of each outcome is calculated from the collision Weber number ( ) and fit to experimental observations. The Weber number is givenas, (5) whereUrel istherelativevelocitybetweentwoparcelsand isthearithmeticmeandiameter ofthetwoparcels.Thestateofthetwocollidingparcelsismodifiedbasedontheoutcomeof thecollision. 4.4. WallFilmModel Spraywall interaction is an important element of the mixture creation process in diesel engines. In a DI engine, fuel is injected directly into the combustion chamber, where the spray can impinge upon the piston. The modeling of the wallfilm inside a DI engine is compoundedbytheoccurrenceofcarbondepositsonthesurfacesofthecombustionchamber. Thiscarbondepositsoakuptheliquidlayer.Itisunderstoodthatthecarbondepositsadsorb thefuellaterinthecycle.ThewallfilmmodelinFLUENTallowsasingleconstituentliquid drop to impinge upon a boundary surface and form a thin film. Interactions during impact withaboundaryandthecriteriabywhichtheregimesaredetachedarebasedontheimpact energyandtheboilingtemperatureoftheliquid.Theimpactenergyisdefinedby,

(6) where ristheliquiddensity,Vr istherelativevelocityoftheparticleintheframeofthewall, D is the diameter of the droplet, and s is the surface tension of the liquid. Here, dbl is a boundarylayerthickness. 4.5.Combustionmodel The combustionmodel was combined with species transport and finiterate chemistry with simplifiedchemistryreactionstosimulatetheoverallcombustionprocessinadieselengine. Thisapproachisbasedonthesolutionoftransportequationsforspeciesmassfractions.The reaction rates that emerge as source terms in the species transport equations are computed from well known Arrhenius rate expressions. A chemical kinetic mechanism from the FLUENTdatabaseisusedformodelingdieselcombustion.Forchemicalspecies,localmass fractionofeachspecies,Yi andthroughthesolutionofaconvectiondiffusionequationfor

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th the i species can beused to solve conservation equation.This conservation equation takes thefollowinggeneralform

(7) WhereRiisthenetrateofproductionofspecies i bychemicalreactionandSi istherateofcreationbyadditionfromthedispersedphase. 5.ResultsandDiscussion 5.1.Cylinderpressureandrateofpressureriseresults Figure2showsmodelingandexperimentalincylinderpressuretracesoperatingatfullload condition. The modeled cylinder pressure data shows good agreement with experimental results. The maximumpressurerise dependsupon the quantity of fuel vaporizedduring the delay time and occurs in the state of combustion, some degrees after the beginning of combustion. Note that modeling peak pressure is 66.16 bar at 366 degree CA, and experimentalpeakpressureis63.55barat366degreeCA.Thereforebothscaleandtimingof occurrenceofpeakpressurearepreciselypredictedbythemodel.Figure3 showsmodeling andexperimentalrateofcylinderpressurerisewhichiscalculatedbyfirstorderderivativeof cylinder pressure with crank angle. The rate of pressure rise trace reconfirms the peak pressurehistoryobtainedfrompressureandcrankanglediagram.

Figure2: comparisonsbetweenmodelingandexperimentalpressurediagram.

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Figure3:Comparisonbetweenmodelingandexperimentalrateofpressurerisediagram. 5.2.Heatreleaserateresults Theobservedcylinderpressureprofilesreflecttheeffectofincylinderheatreleaserate.The heat release rate is determined from pressure data. Figure 4 compares heat release rates computed from modeling and experimental pressure traces. The heat release rate decreases fromthestartofinjectiontothestartofcombustionwhichisignitiondelayperiodbecauseof thefuelevaporationoccurringduringthisperiod.Thefirstpeakduetopremixedcombustion stronglydependsontheamountoffuelthatthepreparedforcombustionduringtheignition delay period. The second peak due to diffusion combustion is controlled by the fuelair mixing rate. Diffusion combustion continues until combustion is completed. Note that, the peak modeling heat release rate is 79.01J/degree where as experimental peak heat release rateis77.34J/degreeat364degreeCA.

Figure4:Comparisonbetweenmodelingandexperimentalheatreleaseratediagram. 514

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0 0 Figure5(a,b),illustratestheinstantforcountersofmolefractiondieselfuelat360 and362 crankanglerespectively.Itcanbeseenthatnearlyalltheliquidfuelhasvapourizedpriorto the onset of combustion. Note that themixture conditions are same before ignition occours sincethesameturbulenceandspraymodelpridictspreciseresults.

(a)

(b)

0 0 Figure5(a),(b): countorsofmolefractiondieselfuelat360 and362 crankangle

respectively. 6.Conclusion The CFDcode FLUENT hasbeen used to simulate the combustioncharacteristics ofdirect injection diesel engine. The model also integrated with submodels includes, spray, droplet collision, wall film and combustion model with species transport and finite rate chemistry. The bowlinpiston combustion geometry was used for model construction. In this study RNG k model is implemented to confine incylinder turbulence. Simulated results including the incylinder pressure, rate of pressure rise and heat release rate profiles have been analyzed. A good agreement between the modeling and experimental data ensures the accuracyofthenumericalpredictionscollectedwiththiswork.Includingpeakvaluesofin cylinder pressure, rate of pressure rise and heat release rate are shown good agreement betweenmodelingandmeasureddata.Thecomparisonrevelsthatthepresentmodelmanages to predict the combustion characteristics quite well. The results reported in this paper illustratethatthenumericalsimulationcanbeoneofthemostpowerfulandbeneficialtoolto computetheessentialfeaturesofcombustionparametersforICEdevelopment,optimization andperformanceanalysis.

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Acknowledgement Authors also thank J. D. Institute of Engineering and Technology, Yavatmal (India) and S.S.G.M.CollegeofEngineering,Shegaon(India),forextendingallthenecessaryassistance tocarryoutthiswork. References 1. Abani N., Munnanur A., Reitz R. D., 2008, Reduction of numerical parameter dependencies in diesel spray models. Journal of engineering for Gas Turbines and Power,ASME,vol.130, 0328091 0328099. 2. Bianchi G.M., Pelloni P., Corcione F.E., Allocca L., Luppino F., 2001,Modeling Atomizationofhighpressuredieselsprays,JournalofengineeringforGasTurbines andPower,ASME,vol.123,pp 419427. 3. DjavareshkirnM.H.andGhasemiA.,2009,Invistigatationofjetbreakupprocess in diesel engine spray modeling, Journal of Applied Sciences, Vol. 9, no.11, pp 20782087. 4. HergartC.,BarthsH.andPetersN.,1999,Modelingthecombustioninasmallbore diesel engine using a methodbasedon Representative Interactive Flamelets . SAE, vol.1, pp4555. 5. HountalasD.T.,KouremenosD.A.,MavropoulosG.C.,BinderK.B.andSchwarzV., 2004,MultizonecombustionmodelingasatoolforDIdieselenginedevelopment Application fortheeffectofinjectionpressure.SAE,vol.1, 2004010115. 6. KadocsaA.,TatschlR.andKristofG.,2007,Analysisofsprayevolutionininternal combustion engines using numerical simulation. Journal of Computational and AppliedMechanics,Vol.no.8, pp85100. 7. KoladeB.,ThomasM.,Kong S.C.,2004,Coupled1D/3Danalysisoffuelinjection anddieselenginecombustion,SAEInternational,vol.1,110. 8. KongS.C,HanZ.,andReitzR.D,1996,Thedevelopmentandapplicationofadiesel ignition and combustion model for multidimensional engine simulation. SAE, 950278,. 9. Kong S.C., Kim H., Reitz R. D., Kim Y., 2007, Comparision of diesel PCCI combustion simulation using a representative interactive flamelet model and direct integrationofCFDwithdetailedchemistry.TransactionsofASME,vol.129,pp252 260. 10. Kong S.C, Reitz R. D., 2002, Application of detailed chemistry and CFD for predicting direct injection HCCI engine combustion and emissions, Proccedings of thecombustioninstitute,vol.29,pp 663669.

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11. KongS.C.,SenecalP.K.andReitzR.D.,2000,Developmentsinspraymodelingin diesel and DirectInjection Gasoline engines. Combustion and flame, vol. 121, pp 453470. 12. Lehtiniemi H., Fabian M., Balthasar M. and MagnussonI., 2005,Modelling diesel enginecombustionwithdetailedchemistryusingaprogressvariableapproach,SAE, Vol.1. 13. Peter S., Atreya A. and Bryzik W., 2000, Development of a shear layer ignition modelforapplicationtodirectinjectiondieselengines.Combustionandflame,vol. 121, pp 453470. 14. PhilippA.,lang O.,SchutzR.andWeng V.,2002CFDsimulationofdieselinjection andcombustion,SAE,2002010945. 15. Payri F. and Benajes J., F.V., 1998, A phenomenological combustion model for direct injection, compression ignition engines, Appl. Math. Modelling,Butterworth, vol.12, pp293304. 16. ReitzR.D.andRootlandC.J.,1995,DevelopmentandtestingofdieselengineCFD model.Prog.Combust.Sci.,vol.21, pp 173196. 17. Rutland C.J., Ayoub N., Han Z., Hampson G., KongS.C.,Mather D., Montgomery D.,MusculusM.,PattersonM.,PierpontD.,RicartL.,StephensonP.andReitzR.D., 2003,DieselEnginemodeldevelopmentandexperiments.SAE, 16881704. 18. Stanton D. and Rutland C., Modeling fuel film formation and wall interactions in dieselengines.SAE ,paperno.960628. 19. SuT.F.,PattersonM.A.,ReitzR.D.,FarrellP.V.,1996,Experimentalandnumerical studiesofhighpressuremultipleinjectionsprays.SAE,,pp 12811292. 20. Ubertini S., 2006,Injection pressure functions model applied to a multidimensional codefordieselenginessimulation,TransactionsoftheASME,vol.128, pp 694701. 21. Watanabe T., Daidoji S., Keshav S. V, 2000, Relationship between visible spray observationsandDIdieselengineperformance.TransactionoftheASME,vol.122, 596602. 22. Watkins A.P., Khaleghi H., 1991, Modeling spray phenomena in direct injection dieselengines,IMechE,C433/008, pp131141.

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