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Article history:
Received 8 July 2009
Received in revised form 19 July 2010
Accepted 21 July 2010
Available online 30 July 2010
Keywords:
Diesel engine
Quasi-dimensional combustion model
Phase-divided spray mixing model
Performance prediction
a b s t r a c t
In order to improve the precision of quasi-dimensional combustion model for predicting
diesel engine performance and promote the real time operating performance of the simulation model, a new phase-divided spray mixing model is proposed and the quasi-dimensional combustion model of diesel engine working process is developed. The software
MATLAB/Simulink is utilized to build the quasi-dimensional combustion model of diesel
engine working process, and the performance for diesel engine is simulated. The simulation results agree with experimental data quite well. The comparisons between them show
that the relative error of power and brake specic fuel consumption is less than 2.8% and
the relative error of nitric oxide and soot emissions is less than 9.1%. By utilization of this
simulation model with personal computer, the average computational time for one diesel
engine working process is 36 s, which presents good real time operating performance of
the model. At the same time, the inuence of parameters in calculation of air entrainment
on prediction precision of diesel engines simulation model is analyzed.
2010 Elsevier Inc. All rights reserved.
1. Introduction
Due to the advantages of high efciency, favorable adaptability and high reliability, diesel engine is widely used as power
source in transportation eld. With the increase of engines used in our life, decreasing harmful emissions of diesel engine has
become one of the hottest issues because emission regulations are increasingly stringent. At the same time, in order to satisfy
the demands of shortening development period and the diversication of diesel engine products, numerical simulation has
been widely used in the development of diesel engine for the sake of efciency improvement, time reducing and resource
saving.
In Hardware-In-the-Loop simulation system, mathematic model of diesel engine working process carries out the simulation of different working conditions and performance prediction of diesel engine [1,2]. The diesel engine model in this simulation system is required to satisfy the demand of high prediction precision and good real time operating performance.
Therefore, it is important to select and simplify the diesel engines simulation model. Quasi-dimensional combustion model
of diesel engine can meet the above two requirements, so it has been largely applied in Hardware-In-the-Loop simulation
system.
The combustion chamber is divided into many zones in the quasi-dimensional combustion model of diesel engine, and
each of them has different temperature and fuel concentration. By this means, the transient temperature and fuel concentration elds are described. Through the combination of energy conservation equations, mass conservation equations and
the ideal gas state equations, the data of temperature, pressure, components concentration of transient working uids as
* Corresponding author.
E-mail addresses: qikunpeng1976@yahoo.com.cn (K. Qi), longwq@dlut.edu.cn (W. Long).
0307-904X/$ - see front matter 2010 Elsevier Inc. All rights reserved.
doi:10.1016/j.apm.2010.07.047
931
well as performance parameters of power, brake specic fuel consumption (BSFC for short), emissions of diesel engine are
obtained.
2. Spray mixing model
The kernel model in a quasi-dimensional combustion model of diesel engine is the spray mixing model. Currently, various
of spray mixing models have been proposed and the representative models among them are the fuel droplets evaporation
model [38], the transient gaseous ow model [9,10] and the two-phase ow evaporation model [1113]. In the fuel droplets
evaporation model, combustion is assumed to be controlled by evaporation rate. Therefore, atomization process as well as
evaporation process of fuel droplets is taken into account. Since the spray is divided into a large number of zones and the
evaporation rate of fuel droplets have to be calculated in each time step, the calculation with the fuel droplets evaporation
model is time consuming. The transient gaseous ow model is simpler than the fuel droplets evaporation model. This model
assumes that fuel droplets are evaporated instantaneously due to high pressure in combustion chamber, and only the gaseous phase fuel existed in it. The combustion is determined by the mixing of fuel vapor and air in this model. Because the
spray is simplied as a gaseous spray in this model, the computation is simpler. However, the description of instantaneous
evaporation of the fuel injected into combustion chamber is not accurate. In the two-phase ow evaporation model, the
evaporation of the fuel droplets is considered while the movement between the fuel droplets and entrained air is neglected.
It is assumed the fuel injected from the nozzle at each calculation time step becomes approximated isoconcentration after
some time. With the above assumption, the isoconcentration line is substituted by the isochrone line and the two-dimensional ow is simplied into a one-dimensional ow. But the model is still complex for fuel droplets evaporation computation although the spray mixing process has been simplied.
2.1. Phase-divided spray mixing model
Experimental results [14,15] had shown that the fuel injected into combustion chamber experienced two phases: the fuel
droplets and the gaseous fuelair mixture. The fuel droplets only exist around the nozzle. With the evaporation of the fuel
droplets and the diffusion of spray, the fuel droplets become gaseous in short time and the fuelair mixture is formed. Based
on this experimental phenomenon, a phase-divided spray mixing model is developed in this work. In the model, the fuel in
combustion zones is in liquid phase during break-up period and turns to gaseous phase after break-up time. The air begins to
entrain into the combustion zones after break-up time and the two-dimensional ow is simplied as a one-dimensional
ow.
The following basic assumptions are included in the phase-divided spray mixing model: (1) The combustion chamber is
divided into an air zone A and many combustion zones Bi which are made up of the fuel injected into combustion chamber,
the fresh air entrained into the zone and the burning products at each calculation time step. The number of combustion
zones equals the number of time step during fuel injection period. (2) During break-up period, the injected fuel atomizes
and evaporates. No fresh air is entrained into combustion zones in this period, and air entrainment is assumed to start after
break-up time. The fuelair mixture becomes isoconcentration after break-up time, and the two-dimensional ow is simplied as a one-dimensional ow. (3) The amount of air entrained into the combustion zone is calculated based on the fuel
momentum when it is injected and the momentum remains the same during mixing process. (4) Fuel mixes with entrained
air according to the stoichiometric fuelair ratio in combustion zones, and partial burning is neglected here. With these
assumptions, the spray mixing model is simplied and the computational time of phase-divided spray mixing model is
shorter.
2.2. Division principle of the zonal boundary
2.2.1. Concentration distribution of spray
The concentration distribution line of spray in stable region of gaseous ow is given by Eq. (1) [16]:
1:5
C
r
1
:
CM
r0
h
r0 x tg :
2
"
1:5 #2
u
r
1
:
uM
r0
932
p
1:5
u
C
r
p 1
:
CM
r0
uM
From Eq. (4), it can be concluded that the axial isovelocity line of spray along radial direction in stable region of gaseous ow
is the isoconcentration line of spray at the same moment, so the axial isovelocity line of spray along radial direction in stable
region of gaseous ow can be used to substitute the isoconcentration line of spray for dividing the boundary of combustion
zone.
According to the research on relativity [18], the momentum of transient ow across the isoconcentration line can be expressed with an average velocity, and the ratio between the average velocity and the front velocity in the centerline of transient ow is 0.584. So the isoconcentration line of spray C = f(x, r) is substituted by the zonal average velocity
uj = 0.584ucj = f(x) which leads the simplication of the two-dimensional ow into a one-dimensional ow.
The front velocity in the centerline of transient ow is given by Eq. (5) [17]:
ucj uM
dS
1:475
dt
s r
d0
4 pinj p
:
q
t
Considering the differences of pressure and density of transient working uids in cylinder between each calculation time
step after break-up period, the calculation method of spray tip penetration after break-up period in the kth calculation time
step is proposed as follows:
S Sb
k
X
DSj ;
j1
s
2 pinj p
;
u0 0:39
ql
Sb u0 t b ;
Dt Du=6n:
10
Fig. 1. shows the diagram of zonal boundary in the phase-divided spray mixing model when the fuel injection duration is
7CA. In this diagram, the zonal boundary of B5, B6, B7 do not appear because the fuel in these zones are still in break-up
period.
3. Quasi-dimensional combustion model
The quasi-dimensional combustion model of diesel engine is developed based on the phase-divided spray mixing model,
and it includes break-up time calculation, air entrainment calculation, ignition delay period calculation, heat transferring calculation, thermodynamics calculation, combustion products calculation and emissions calculation.
3.1. Break-up time calculation
The break-up time is calculated according to HIROYASU equation [17], but with difference denition on the fuel phase
after break-up time. In the quasi-dimensional combustion model of diesel engine based on the phase-divided spray mixing
model, it is assumed that the fuel droplets experience atomization period, gasication period, and eventually become gaseous after break-up time. The break-up time is calculated with Eq. (12):
ql d0
:
tb 28:65 q
qa pinj pa
11
933
12
13
ql
uj 0:584 ucj ;
14
15
When combustion starts in a mixing zone, there is a reduction of the air entrainment quantity in the model. The air entrained into a burning mixing zone is given by Eq. (16) [13]:
Dm0aij ca Dmaij :
16
"
0:63 #
618840 1
1
21:2
:
CN 25 RT 17190 p 12:4
17
Considering the changes of pressure and temperature in combustion zone, the following condition is specied [20]:
tig
Z si
1
0
du:
18
6n i1
6n
d/
19
The transient average heat exchange coefcient is expressed by BRILLING according to the operating properties of simulation object [21]:
ag 5:4152:45 0:185C m 3 p2 T :
20
The heat transferring quantity of one combustion zone is proportional to the product of zonal mass quantity and its temperature [20]:
dQ wk
mk T k
dQ w
P
;
mBi T Bi mA T A du
du
21
where k = Bi, A.
3.5. Thermodynamics calculation
In the quasi-dimensional combustion model of diesel engine, the cylinder pressure distribution is assumed homogeneous
and the properties within each combustion zone are considered uniform. The following equations are solved iteratively to
get the pressure, temperature and mass quantity for each zone.
Mixing zone [22]:
p
ha
;
du
du
du
du
du
dmBi dmaBi
;
du
du
PV Bi mBi RBi T Bi :
Air Zone [22]:
22
23
24
934
dmA uA dQ wA
dV A
dmaA
p
ha
;
du
du
du
du
X dmaB
dmA
i
;
du
du
PV A mA RA T A :
25
26
27
Instantaneous cylinder pressure is calculated with the volume conservation of the total combustion chamber [22]:
V Bi V A V:
28
When there is a difference between the cylinder volume and the sum volume of the combustion zones and air zone, the
cylinder pressure is adjusted to eliminate the difference until the error is less than a limit. Then the performance parameters
of cylinder temperature, volume of combustion zone are obtained.
The mean temperature in cylinder is estimated using the following equation [16]:
P
T
m c T mA cv A T A
PBi v Bi Bi
:
mBi cv Bi mA cv A
29
h
i
m
x12 C n Hm n =F O2 3:76N2 ! x1 H x2 O x3 N x4 H2 x5 OH x6 CO x7 NO x8 O2 x9 H2 O
4
x10 CO2 x11 N2 :
30
O N2
NO N;
k1
k
2
NO O;
N O2
k2
k
3
N OH
NO H;
k3
31
32
33
Where
and
dNO 2R1 1 k2
;
1
dt
1 R RR
k
34
k NO=NOe ;
35
R1
R2
R3
k1 Oe N2 e ;
k2 Ne O2 e ;
k3 Ne OHe :
36
37
38
Where [ ] is the instantaneous concentration of combustion product components, and [ ]e is the equilibrium concentration of
combustion product components.
The concentration of [O]e, [N2]e, [O2]e and [OH]e are assumed to be in equilibrium at local conditions, and then the Eq. (34)
is integrated from combustion temperature to freezing temperature (1800 K). The total computational nitric oxide mass in
cylinder is obtained by addition of the nitric oxide mass in each combustion zone and the exhaust nitric oxide mass is multiplied by a ratio of 1.533 considering the existence of other nitric oxide composition.
3.7.2. Soot emission calculation
The net soot formation rate is composed of soot formation rate given by KHAN-HIROYASU-BELARDINI expression and
soot oxidation rate given by NAGLE-STRICKLAND-CONSTABLE expression [20]:
935
;
dt
dt
dt
dmsf
Tf
Af exp
mf v ;
dt
T
dmso
6Mc
m :R
dt
qs Ds s so
39
40
41
The exhaust soot mass is obtained by integrating the Eqs. (39)(41) until the exhaust valve is closed.
4. Boundary conditions
The boundary conditions such as transient volume of cylinder, intake and exhaust ow rate are needed to be identied
and the variables included in these models are given according to the feature of simulation object.
4.1. Transient volume of cylinder
The transient volume of cylinder displacement model is [16]:
r
p 1
p
Vh
Vh
2
2
Vu
u 1 1 k sin
u
;
1 cos
k
e1 2
180
180
Vh
p
4
42
D 2 Sh :
43
v
" 2 ks 1 #
u
dms
1
ps u
2ks
p ks
p ks
t
:
l F s p
6n s
p
p
du
k
1
Rs T s
s
s
s
44
At the beginning of exhaust process, the ow at outlet valve is assumed as a supercritical ow due to big pressure difference between cylinder and exhaust port. Then, the ow at outlet valve changes to subcritical ow with the decrease of the
pressure. The calculation equation as follows [16]:
8
1 q
k1
>
dme
1
2
2k
>
pp
>
k1
< du 6n le F e RT k1
s
2 k1
>
k
pr k
>
2k
> dme 1 le F e pp
ppr
:
6n
k1
du
p
RT
pe
p
pe
p
>
h
h
2
k1
2
k1
k
k1
k
k1
45
:
The geometric circulation sectional area of inlet or outlet valve is calculated by the lateral surface of truncated conical
platform which is vertical to the valve seat [16]:
46
Value
Parameters
Value
Cylinder bore D
Stroke S
Connecting-rod length L
Compression ratio e
Displacement volume V
Rated power Pe
Rated rotation speed ne
Combustion chamber shape
Swirl ratio X
135 mm
150 mm
265 mm
17
2.147L
14.7 kW
1500 r/min
Injector Z d0
Fuel injection advance angle ui
Fuel injection duration Dui
Inlet valve opening uso
Inlet valve closure usc
Exhaust valve opening ueo
Exhaust valve closure uec
Cooling method
4 U0.36 mm
10oCA BTDC
18oCA
15oCA BTDC
25oCA ABDC
25oCA BBDC
15oCA ATDC
Water-cooling
x
0.8
936
Fig. 2. Comparison of experimental and calculated cylinder pressure curves at rated working condition.
937
zone is less than 1800 K. The calculation principle of WJTT method is similar to BIJT method, but WJTT method takes the
temperature of all combustion zones less than 1800 K as the criteria to determine the stop of air entrainment.
Table 3 shows that the relative error of power and BSFC between experimental data and calculated results is less than
2.5% and the error between the three methods is very small at rated working condition. At the same time, the relative error
of nitric oxide and soot emissions between experimental data and calculated results is less than 12.3%. Furthermore, the relative error of emissions based on FICE method is less than 5.9% which is better than the other two methods. The cause of the
above differences can be explained by the different calculation criteria of air entrainment period in the three methods. The
three methods have the same air entrainment quantity during combustion period, but different air entrainment quantity
after combustion period. Therefore, the calculation results of cylinder pressure and temperature are quite similar during
combustion period but little different after combustion period. This causes to their tiny difference on the calculation results
of power and BSFC. Meanwhile, the different air entrainment quantity after combustion period, which results in different
exposition time of combustion zone under high temperature, leads to bigger discrepancy on the calculation results of nitric
oxide and soot emissions among the three methods. The FICE method has the shortest air entrainment period, and accordingly its exposition time of combustion zone under high temperature is the longest. This makes its calculation results of nitric oxide and soot emissions are the highest compared with other two methods and closer to the experimental data.
Table 2
Comparisons of experimental and calculated diesel engine performance parameters at rated speed and different load conditions.
Load (%)
25
50
75
90
100
Power/kW
Experimental data
Calculated results
Relative error/%
Experimental data
Calculated results
Relative error/%
3.6
7.3
11.0
13.2
14.7
3.7
7.4
11.3
13.5
15.0
2.78
1.37
2.73
2.27
2.04
450
320
265
255
245
442
314
258
250
240
1.78
1.88
2.64
1.96
2.04
4.33
5.44
8.21
7.63
5.62
0.16
0.25
0.55
1.05
1.77
0.17
0.26
0.60
1.13
1.87
6.25
4.00
9.09
7.62
5.65
600
900
1120
1180
1246
574
851
1028
1090
1176
Soot emission/BSU
Table 3
Inuence of air entrainment period on prediction precision of diesel engine performance parameters at rated working condition.
Method
Power/kW
Experimental data
FICE
BIJT
WJTT
Calculated results
14.7
15.01
15.05
15.06
Relative error/%
Experimental data
Calculated results
2.11
2.38
2.45
245
240.0
239.3
239.2
1246
1176
1098
1093
Relative error/%
2.04
2.33
2.37
Soot emission/BSU
5.62
11.88
12.28
1.77
1.873
1.576
1.573
5.82
10.96
11.13
Table 4
Inuence of nozzle ow coefcient on prediction precision of diesel engine performance parameters at rated working condition.
cd
0.45
0.5
0.57
0.64
0.7
Power/kW
Experimental data
Calculated results
14.7
13.5
14.1
15.0
15.2
15.6
Relative error/%
8.16
4.08
2.04
3.40
6.12
1246
956
1087
1176
1372
1475
Experimental data
Calculated results
245
267
255
240
237
231
Relative error/%
8.98
4.08
2.04
3.27
5.71
1.39
1.56
1.87
1.94
2.05
21.47
11.86
5.65
9.60
15.82
Soot emission/BSU
23.27
12.76
5.62
10.11
18.38
1.77
938
ag
u
Du
P
ql
qs
h
e
k
ls
le
rv
Af
A1
A2
A3
C
CN
CM
Cm
ca
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
the
cv
D
Ds
Dv
d0
Fe
Fs
ha
hv(u)
K
K
ks
Mc
mu
mA
mBi
maij
Dmaij
Dm0aij
m
mfv
ms
msf
mso
n
p
pO2
pinj
pr
ps
QmfB
R
Rs
Rso
R
r0
Sb
Sh
DS
TA
TB
Ts
Tf
T1
T2
T3
T
Dt
u
uM
uj
uoi
u0
V
VA
VBi
Vh
939
940
xi(i = 1, 2, . . . , 11)
x12
z
P
the mole fraction of combustion product components, and 11
i1 xi 1
the mole number of fuel which can produce one mole combustion product
the number of inlet or outlet valve
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