| 41. |
- Abedi, Hamidreza, 1979, et al.
(författare)
-
Preliminary Analysis of Compression System Integrated Heat Management Concepts Using LH 2 -Based Parametric Gas Turbine Model
- 2022
-
Ingår i: Aerospace. - : MDPI AG. - 2226-4310. ; 9:4
-
Tidskriftsartikel (refereegranskat)abstract
- The investigation of the various heat management concepts using LH2 requires the development of a modeling environment coupling the cryogenic hydrogen fuel system with turbofan performance. This paper presents a numerical framework to model hydrogen-fueled gas turbine engines with a dedicated heat-management system, complemented by an introductory analysis of the impact of using LH2 to precool and intercool in the compression system. The propulsion installations comprise Brayton cycle-based turbofans and first assessments are made on how to use the hydrogen as a heat sink integrated into the compression system. Conceptual tubular compact heat exchanger designs are explored to either precool or intercool the compression system and preheat the fuel to improve the installed performance of the propulsion cycles. The precooler and the intercooler show up to 0.3% improved specific fuel consumption for heat exchanger effectiveness in the range 0.5–0.6, but higher effectiveness designs incur disproportionately higher pressure losses that cancel-out the benefits.
|
|
| 42. |
- Abou-Taouk, Abdallah, 1982, et al.
(författare)
-
CFD investigation of a Stirling engine f exi-fuel burner based on MILD combustion
- 2015
-
Ingår i: Proceedings of the International Symposium on Turbulence, Heat and Mass Transfer. - 2377-2816. ; 0, s. 855-858
-
Konferensbidrag (refereegranskat)abstract
- This paper presents the comparison of results from tests and 3D CFD combustion simulations based on both RANS and hybrid URANS/LES (SAS-SST model) turbulence models applied to an industrial Stirling engine combustion chamber at atmospheric pressure. Both natural gas and landf ll gas mixture were simulated. The combustor is designed to operate in the MILD combustion mode which is characterized by low f ame temperatures and low NOX emissions. The kinetics for the landf ll gas was represented by a new optimized 4-step global mechanism, named AAT4NR, which was optimized for the present landf ll mixture. The new mechanism is developed using well-established optimization tools, where the coeff cients of the 4-step global chemistry are determined from a set of reference detailed chemistry solutions. A good agreement with measurements is found concerning major emissions, temperatures and NOX-levels.
|
|
| 43. |
- Babayev, Rafig, 1995, et al.
(författare)
-
Hydrogen double compression-expansion engine (H2DCEE): A sustainable internal combustion engine with 60%+ brake thermal efficiency potential at 45 bar BMEP
- 2022
-
Ingår i: Energy Conversion and Management. - : Elsevier BV. - 0196-8904. ; 264
-
Tidskriftsartikel (refereegranskat)abstract
- Hydrogen (H-2) internal combustion engines may represent cost-effective and quick solution to the issue of the road transport decarbonization. A major factor limiting their competitiveness relative to fuel cells (FC) is the lower efficiency. The present work aims to demonstrate the feasibility of a H-2 engine with FC-like 60%+ brake thermal efficiency (BTE) levels using a double compression-expansion engine (DCEE) concept combined with a high pressure direct injection (HPDI) nonpremixed H-2 combustion. Experimentally validated 3D CFD simulations are combined with 1D GT-Power simulations to make the predictions. Several modifications to the system design and operating conditions are systematically implemented and their effects are investigated. Addition of a catalytic burner in the combustor exhaust, insulation of the expander, dehumidification of the EGR, and removal of the intercooling yielded 1.5, 1.3, 0.8, and 0.5%-point BTE improvements, respectively. Raising the peak pressure to 300 bar via a larger compressor further improved the BTE by 1.8%-points but should be accompanied with a higher injector-cylinder differential pressure. The lambda of ~1.4 gave the optimum tradeoff between the mechanical and combustion efficiencies. A peak BTE of 60.3% is reported with H2DCEE, which is ~5%-points higher than the best diesel-fueled DCEE alternative.
|
|
| 44. |
- Beatrice, Carlo, et al.
(författare)
-
Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine
- 2020
-
Ingår i: Applied Sciences (Switzerland). - : MDPI AG. - 2076-3417. ; 10:20
-
Tidskriftsartikel (refereegranskat)abstract
- Compression ignition (CI) engines are widely used in modern society, but they are also recognized as a significative source of harmful and human hazard emissions such as particulate matter (PM) and nitrogen oxides (NOx). Moreover, the combustion of fossil fuels is related to the growing amount of greenhouse gas (GHG) emissions, such as carbon dioxide (CO2). Stringent emission regulatory programs, the transition to cleaner and more advanced powertrains and the use of lower carbon fuels are driving forces for the improvement of diesel engines in terms of overall efficiency and engine-out emissions. Ethanol, a light alcohol and lower carbon fuel, is a promising alternative fuel applicable in the dual-fuel (DF) combustion mode to mitigate CO2 and also engine-out PM emissions. In this context, this work aims to assess the maximum fuel substitution ratio (FSR) and the impact on CO2 and PM emissions of different nozzle holes number injectors, 7 and 9, in the DF operating mode. The analysis was conducted within engine working constraints and considered the influence on maximum FSR of calibration parameters, such as combustion phasing, rail pressure, injection pattern and exhaust gas recirculation (EGR). The experimental tests were carried out on a single-cylinder light-duty CI engine with ethanol introduced via port fuel injection (PFI) and direct injection of diesel in two operating points, 1500 and 2000 rpm and at 5 and 8 bar of brake mean effective pressure (BMEP), respectively. Noise and the coefficient of variation in indicated mean effective pressure (COVIMEP) limits have been chosen as practical constraints. In particular, the experimental analysis assesses for each parameter or their combination the highest ethanol fraction that can be injected. To discriminate the effect on ethanol fraction and the combustion process of each parameter, a one-at-a-time-factor approach was used. The results show that, in both operating points, the EGR reduces the maximum ethanol fraction injectable; nevertheless, the ethanol addition leads to outstanding improvement in terms of engine-out PM. The adoption of a 9 hole diesel injector, for lower load, allows reaching a higher fraction of ethanol in all test conditions with an improvement in combustion noise, on average 3 dBA, while near-zero PM emissions and a reduction can be noticed, on the average of 1 g/kWh, and CO2 compared with the fewer nozzle holes case. Increasing the load insensitivity to different holes number was observed.
|
|
| 45. |
- Capitao Patrao, Alexandre, 1988
(författare)
-
On the Aerodynamic Design of the Boxprop
- 2018
-
Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Economic factors and environmental awareness are driving the evolution of aircraft engines towards increasingly lower fuel consumption and emissions. The Counter-Rotating Open Rotor (CROR) is actively being researched around the world, promising a significantly increased propulsion efficiency relative to existing turbofans by employing two, unducted, counter-rotating propeller blade rows, thereby increasing the bypass ratio of the engine and decreasing nacelle drag. Historically, these engines have been plagued by high noise levels, mainly due to the impingement of the front rotor tip vortices on the rear rotor. In modern designs, the noise levels have been decreased by clipping the rear, counter-rotating propeller. This comes at a cost of decreased efficiency. An alternative, potential solution lies with the Boxprop, which was invented by Richard Avellán and Anders Lundbladh. The Boxprop consists of blade pairs joined at the tip, and is conceptually similar to a box wing. This type of propeller could weaken or eliminate the tip vortex found in conventional blades, thereby reducing the acoustic signature. This thesis summarizes advances done in the research regarding the aerodynamics of the Boxprop. Aerodynamic optimization of the Boxprop has shown that it features higher propeller efficiency than conventional propellers with the same number of blades, but lower propeller efficiency than conventional propellers with twice as many blades. A key design feature of optimal Boxprop designs is the sweeping of the blade halves in opposite directions. This reduces the interference between the blades and allows the Boxprop to achieve aerodynamic loading where it is most efficient - close to the tip. A Wake Analysis Method (WAM) is presented in this work which provides a detailed breakdown and quantification of the aerodynamic losses in the flow. It also has the ability to distinguish and quantify the kinetic energy of the tip vortices and wakes. The Wake Analysis Method has been used to analyse both Boxprop blades and conventional propeller blades, and insights from it led to a geometric parametrization and an optimization effort which increased the Boxprop propeller efficiency by 7 percentage points. Early Boxprop blades did not feature a tip vortex since aerodynamic loading near the tip was relatively low. The optimized Boxprop blades have increased the aerodynamic loading near the tip and this has resulted in a vortex-like structure downstream of the Boxprop at cruise conditions. This vortex is significantly weaker and of different origin than the tip vortex of a conventional propeller. A CROR featuring the Boxprop as its front rotor (BPOR) has been designed and its performance at cruise is competitive with other published CRORs, paving the way for future work regarding take-off performance and acoustics.
|
|
| 46. |
- Etikyala, Sreelekha, 1991, et al.
(författare)
-
History Effect on Particulate Emissions in a Gasoline Direct Injection Engine
- 2021
-
Ingår i: SAE International Journal of Engines. - : SAE International. - 1946-3944 .- 1946-3936. ; 15:3
-
Tidskriftsartikel (refereegranskat)abstract
- Soot formation in internal combustion engines is a combination of complex phenomena. Understanding the formation mechanism that influences particulate emissions can help to make gasoline direct injection (GDI) engines comply with increasingly stringent emission standards. It is generally accepted that the deposition of liquid fuel wall films in the combustion chamber is a significant source of particulate formation in GDI engines. The injection timing, which can help avoid interaction between the pistons and fuel spray, has been identified as the parameter with the greatest influence. Traditionally, the start of injection (SOI) sweeps one can find in the literature are carried out by changing the timing one value at a time. To quantify the influence of SOI, variations in our study were carried out in a novel way using cycle-to-cycle parameter control. Instead of motoring or turning off the engine between different SOI variations, the motor was run continuously with combustion and SOI sweeps carried out online in a series of preprogrammed perfectly deterministic SOI sequences to provide evidence of so-called history effects on particulate number (PN). The variation in SOI produces a change in engine combustion and liquid fuel impingement, leading to a state that acts as a precursor for the next state. The different preprogrammed sequences provided excellent data repeatability between engine runs but very different results, depending on the order in which the SOI timings were set. In-cylinder combustion was visualized with an endoscope connected to a high-speed camera. Two SOI timings were chosen (based on piston deposit level data from stationary measurements) to investigate the history effect of preceding conditions on PN. The results show that the preceding engine states influence PN formation and emission that is established as history effect in the study. The history effect is pronounced and was most noticeable under impinging conditions such as early injection timings like -340 crank angle degrees (CAD). History effect was also found to depend on the duration and SOI of the preceding state. More importantly, the history effect depends on how SOI is varied, which in turn influences PN emissions. In the cycle-to-cycle variation of SOI, PN levels at relatively later injection timing of -250 CAD resulted in similarly high levels at an early injection timing of -340 CAD.
|
|
| 47. |
- Franken, T., et al.
(författare)
-
Modeling of Reactivity Controlled Compression Ignition Combustion Using a Stochastic Reactor Model Coupled with Detailed Chemistry
- 2021
-
Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627.
-
Konferensbidrag (refereegranskat)abstract
- Advanced combustion concepts such as reactivity controlled compression ignition (RCCI) have been proven to be capable of fundamentally improve the conventional Diesel combustion by mitigating or avoiding the soot-NOx trade-off, while delivering comparable or better thermal efficiency. To further facilitate the development of the RCCI technology, a robust and possibly computationally efficient simulation framework is needed. While many successful studies have been published using 3D-CFD coupled with detailed combustion chemistry solvers, the maturity level of the 0D/1D based software solution offerings is relatively limited. The close interaction between physical and chemical processes challenges the development of predictive numerical tools, particularly when spatial information is not available. The present work discusses a novel stochastic reactor model (SRM) based modeling framework capable of predicting the combustion process and the emission formation in a heavy-duty engine running under RCCI combustion mode. The combination of physical turbulence models, detailed emission formation sub-models and state-of-the-art chemical kinetic mechanisms enables the model to be computationally inexpensive compared to the 3D-CFD approaches. A chemical kinetic mechanism composed of 248 species and 1428 reactions was used to describe the oxidation of gasoline and diesel using a primary reference fuel (PRF) mixture and n-heptane, respectively. The model is compared to operating conditions from a single-cylinder research engine featuring different loads, speeds, EGR and gasoline fuel fractions. The model was found to be capable of reproducing the combustion phasing as well as the emission trends measured on the test bench, at some extent. The proposed modeling approach represents a promising basis towards establishing a comprehensive modeling framework capable of simulating transient operation as well as fuel property sweeps with acceptable accuracy.
|
|
| 48. |
- Franken, T., et al.
(författare)
-
Multi-Objective Optimization of Fuel Consumption and NOx Emissions with Reliability Analysis Using a Stochastic Reactor Model
- 2019
-
Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 2019-April:April
-
Tidskriftsartikel (refereegranskat)abstract
- The introduction of a physics-based zero-dimensional stochastic reactor model combined with tabulated chemistry enables the simulation-supported development of future compression-ignited engines. The stochastic reactor model mimics mixture and temperature inhomogeneities induced by turbulence, direct injection and heat transfer. Thus, it is possible to improve the prediction of NOx emissions compared to common mean-value models. To reduce the number of designs to be evaluated during the simulation-based multi-objective optimization, genetic algorithms are proven to be an effective tool. Based on an initial set of designs, the algorithm aims to evolve the designs to find the best parameters for the given constraints and objectives. The extension by response surface models improves the prediction of the best possible Pareto Front, while the time of optimization is kept low. This work presents a novel methodology to couple the stochastic reactor model and the Non-dominated Sorting Genetic Algorithm. First, the stochastic reactor model is calibrated for 10 low, medium and high load operating points at various engine speeds. Second, each operating point is optimized to find the lowest fuel consumption and specific NOx emissions. The optimization input parameters are the temperature at intake valve closure, the compression ratio, the start of injection, the injection pressure and exhaust gas recirculation rate. Additionally, it is ensured that the maximum peak cylinder pressure and turbine inlet temperature are not exceeded. This enables a safe operation of the engine and exhaust aftertreatment system under the optimized conditions. Subsequently, a reliability analysis is performed to estimate the effect of off-nominal conditions on the objectives and constraints. The novel multi-objective optimization methodology has proven to deliver reasonable results. The zero-dimensional stochastic reactor model with tabulated chemistry is a fast running physics-based model that allow to run large optimization problems in a short amount of time. The combination with the reliability analysis also strengthens the confidence in the simulation-based optimized engine operation parameters.
|
|
| 49. |
- Ghanaati, Ali, 1979, et al.
(författare)
-
A Comparative Study on Knock Occurrence for Different Fuel Octane Number
- 2018
-
Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 2018-September:September
-
Tidskriftsartikel (refereegranskat)abstract
- Combustion with knock is an abnormal phenomenon which constrains the engine performance, thermal efficiency and longevity. The advance timing of the ignition system requires it to be updated with respect to fuel octane number variation. The production series engines are calibrated by the manufacturer to run with a special fuel octane number. In the experiment, the engine was operated at different speeds, loads, spark advance timings and consumed commercial gasoline with research octane numbers (RON) 95, 97 and 100. A 1-dimensional validated engine combustion model was run in the GT-Power software to simulate the engine conditions required to define the knock envelope at the same engine operation conditions as experiment. The knock intensity investigation due to spark advance sweep shows that combustion with noise was started after a specific advance ignition timing and the audible knock occur by increasing the advance timing. Therefore, the engine operation was divided into three regions; knock-free, light knock and heavy knock. The results for heavy-knock were well suited to audible knock detected by knock sensor. The simulation results from knock model divide the engine operation into two regions; normal combustion and knock region. The knock region was well suited to light-knock and heavy-knock which has been defined using experimental results. Next, an artificial neural network (ANN) model has been designed to classify the different RONs using engine rotational speed signal. The model classified different RONs accurately after starting point of noisy combustion (light-knock). This point defined from experimental results and was well suited with starting point of knock index increment from simulation results. The simulation tool ability to predict the knock envelope will reduce the experimental cost and time to generate the spark timing look-up table.
|
|
| 50. |
- Golovitchev, Valeri, 1945, et al.
(författare)
-
CFD COMBUSTION AND EMISSION FORMATION MODELING FOR A HSDI DIESEL ENGINE USING DETAILED CHEMISTRY
- 2006
-
Ingår i: ASME 2006 Internal Combustion Engine Division Fall Technical Conference, ICEF 2006. ; , s. 349-358
-
Konferensbidrag (refereegranskat)abstract
- In order to comply with current emissions regulations, a detailed analysis of the combustion and emission formation processes in the Diesel engines accounting for the effect of the main operating parameters is required. The present study is based both on 0D and 3D numerical simulations by compiling 0D chemical kinetics calculations for Diesel oil surrogate combustion and emission (soot, NOx) formation mechanisms to construct a φ-T (equivalence ratio - temperature) parametric map. In this map, the regions of emissions formation are depicted defining a possible optimal path between the regions by placing on the same map the engine operation conditions represented by the computational cells, whose parameters (equivalence ratio and temperature) are calculated by means of 3D engine modelling. Unlike previous approaches based on static parametric φ-T maps to analyze different combustion regimes and emission formations in Diesel engines, the present paper focuses on a construction of dynamic φ-T maps, in which the pressures and the elapsed times were taken in compliance with those calculated in the 3D engine simulations. The 0D chemical kinetics calculations have been performed by the SENKIN code of the Chemkin-2 library. In-cylinder conditions represented by computational cells with known φ and T are predicted using KIVA-3V code. When cells are plotted on the map, they identify the trajectories helping to navigate between the emissions regions by varying hardware and injection parameters. Sub-models of the KIVA-3V, rel. 2 code has been modified including spray atomization, droplet collision and evaporation, accounting for multi-component fuel vapor coupled with the improved versions of the chemistry/turbulence interaction model and new formulation of the combustion kinetics for the diesel oil surrogate (consisting in 70 species participating in 310 reactions). Simulations were performed for the HSDI 1.300 Fiat Diesel engine at optimized engine operating conditions and pilot injections. Finally, numerical results are compared with the experimental data on in-cylinder pressure, Rate of Heat Release, RoHR, and selected species distributions.
|
|
