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Sahand University of Technology
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Research Paper
h i g h l i g h t s
a r t i c l e i n f o a b s t r a c t
Article history: The main purpose of this study was to develop a new multi-zone model for simulating the diesel engine’s
Received 7 November 2016 closed loop. The proposed multi-zone model is based on chemical kinetics and uses a semi-detailed
Revised 4 April 2017 chemical kinetics mechanism containing 76 species and 327 reactions to calculate the fuel burning rate
Accepted 20 April 2017
at each time step. This chemical kinetics mechanism contains 6 reactions to simulate soot formation and
Available online 21 April 2017
14 reactions to simulate NOx formation. Prior to fuel injection, the combustion chamber is divided into
three zones: inner zone, boundary layer zone, and crevice zone. The model considers the heat and mass
Keywords:
transfers between the zones. Convective and radiation heat transfers are considered between the bound-
Diesel engine
Multi-zone model
ary layer zone and combustion chamber walls. When fuel injection begins, the spray is modeled and a
Chemical kinetics mechanism zone is formed that contains the fuel jet. The geometry of the fuel jet zone is estimated using the
spray-cone angle, and the length of this zone (fuel jet) is estimated using the Higgin’s correlation. The
spray-cone angle is calculated using the Reitz and Bracco’s correlation. Fuel spray penetration into other
zones is calculated using the Wakuri’s relation. Fick’s law is used to calculate the diffusion rate of differ-
ent species in each zone. The model results are in good agreement with experimental data in predicting
the in-cylinder pressure, the start of the combustion time, combustion duration, and emissions. The max-
imum error of model for predicting soot and NOx are 17% and 12%, respectively.
Ó 2017 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.applthermaleng.2017.04.090
1359-4311/Ó 2017 Elsevier Ltd. All rights reserved.
352 E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360
Nomenclature
kinetics mechanisms are employed, these models can accurately asu and colleagues proposed a comprehensive multi-zone model
predict engine combustion, performance, and emission character- for diesel engine simulation. They divided the jet into zones in
istics. However, these models are costly because their computa- the radial and axial directions. This model depends heavily on cor-
tions are time consuming. The use of these models is widely relations for calculating the spray-cone angle, spray break-up
reported in the literature [6–9]. length, and spray penetration. In addition, they assumed that the
Multi-zone models divide the combustion chamber into multi- fuel and air react only stoichiometrically during premixed combus-
ple zones. These models are not time consuming, and they can tion [21,22]. Jung and Assanis developed a multi-zone model for
accurately predict the engine combustion, performance, and emis- diesel engine simulation, which divides the fuel spray into a num-
sion characteristics. The main parameters in multi-zone models are ber of zones, and in which mass and energy can be exchanged
the configuration of the zone geometries, heat and mass transfer between zones. This model calculates the combustion rate, ignition
sub-models, spray penetration, and the air-fuel mixing model delay, and air penetration rate using experiment-based correla-
[10–12]. tions [23]. Rakopoulos and colleagues developed a multi-zone
Diesel combustion has two phases: premixed combustion and model for diesel engines and completed the model over a number
diffusion combustion. Premixed combustion is a rapid uncontrol- of years. In their model, the spray is divided into a number of zones
lable combustion whereas diffusion combustion is slow. The com- in the axial and radial directions, and a number of correlations are
plicated nature of diesel combustion has resulted in the fuel used for calculating the fuel burning rate, ignition delay, and air
burning rate being calculated using experiment-based correlations. penetration rate [11,12,24].
Some of the fuel burning rate correlations that have been widely In previous studies, experiment-based correlations have been
used are the simple Wiebe functions [13], the alternative and more widely used in diesel engine simulations. In addition to the spray
complex approaches of Watson [14] or Woschni-Anisits [15], and characteristics, experiment-based correlations have been used to
the more fundamental approach of Whitehouse-Way [16,17]. estimate exhaust emissions. Typically two equation models are
Shahed et al. developed a multi-zone model for simulating die- used for soot prediction [25] and the Zeldovich model is used to
sel engines, in which correlations are used to calculate the fuel estimate NOx exhaust [26].
atomization and to model fuel vaporization and spray. The authors The objective of this study is to develop a new multi-zone
used experiment-based correlations to calculate air penetration model for simulating the diesel engine. A semi-detailed chemical
and fuel burning rates [18,19]. Kono et al. developed another kinetics mechanism is coupled to a multi-zone model to simulta-
multi-zone model for direct-injection diesel engines. They divided neously solve the chemical kinetics and energy equations. The fuel
the jet into conical zones and then solved the mass, momentum burning rate and ignition delay are calculated by solving the gov-
and energy equations for each zone. Their model assumes that erning equations. Fick’s law is used to calculate the air penetration
the combustion rate is related only to the total amount of air rate, using any experimental correlation. In addition, the engine
entrainment and is independent of the fuel-air mixing [20]. Hiroy-
E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360 353
exhaust emissions are predicted well by applying the chemical p 2 4V tot
Vðn 1Þ ¼ V tot ðD 2tickBL Þ 2tickBL : ð5Þ
kinetics. 4 pD2
The nth zone is the crevice zone. The volume of this zone is con-
2. Description of multi-zone model stant and considered as 3 percent of the clearance volume. The
temperature of this zone is also constant and equals to the temper-
The proposed multi-zone model was used to simulate the ature of the walls. The volume of the zone numbered n 2 can be
closed portion of a diesel engine cycle. The combustion chamber calculated using Eq. (6):
is divided into a number of zones, and the mass and heat transfers X
are considered between these zones. Temperature and composi- Vðn 2Þ ¼ V tot VðiÞ: ð6Þ
tion are assumed to be uniform in each zone and pressure is i–n2
Fig. 1 shows the zone configuration in the developed multi-zone dU i dmin dmout dW i dQ i
¼ Hin Hout þ ð7Þ
model. As shown in the figure, the combustion chamber is divided dt dt dt dt dt
into n zones. The zones numbered 1 to n 3 are spherical seg-
dU i dT i Xns
dY j X ns
dmi
ments, whose volumes can be calculated using Eq. (1). In the first ¼ civ mi þ mi uj þ uj Y j ð8Þ
zone, r is equal to the break-up length of the fuel jet. The break- dt dt j¼1
dt j¼1
dt
up length is calculated using the approach of Higgins et al. [28].
The Higgins’s correlation is shown in Eq. (2). The spray-cone angle dW i dV i
¼P ð9Þ
is calculated using Reitz and Bracco’s correlation (Eq. (3)) [29]. dt dt
phrðiÞ3 X
i1
VðiÞ ¼ VðjÞ i ¼ 1; n 3 ð1Þ dQ i dQ i;cond dQ i;conv dQ i;rad
180 ¼ þ þ ð10Þ
j¼1 dt dt dt dt
X
nz
Vi Xnz
mi Next, the mole difference for each zone, Dmolei is calculated. If
P ¼ Ru ð16Þ the Dmolei value is greater than zero, this indicates that moles
i¼1
Ti i¼1
Mw i
from other zones have entered the ith zone. If this value is less than
P z mi zero, some moles have left the ith zone, and if it is equal to zero,
Ru ni¼1 Mw
P ¼ Pnz V i ð17Þ there was no mass transfer between the ith zone and the other
i
i¼1 T i zones. Mass transfer occurs only between zones that are in direct
contact with each other. Eqs. (25)–(36) explain the mechanism of
mass transfer between zones. Thus, the moletran,(j,i) value indicates
2.3. Mass transfer
the moles transferred between the jth and ith zones. The computa-
tional procedure begins when i is equal to 1, and in the first step,
A significant amount of the injected mass enters zone 1, causing
the total mole changes of this zone is calculated. Then, the trans-
the cylinder mixture to be inhomogeneous. Inhomogeneity leads to
ferred mass between this zone and each of the neighboring zones
mass diffusion from each zone into the others, and also causes air
is estimated. In the next step, the share each of the neighboring
to diffuse into zone 1 and fuel to diffuse from zone 1 into the other
zones in the mass transfer is specified. The total transferred mass
zones. Fick’s law of diffusion is used to calculate the rate of mass
is divided into two parts, with the first part entering (or leaving)
diffusion between the different zones [31]. Eq. (18) is Fick’s law
zone 2, and the second part entering (or leaving) zone n 2. The
of mass diffusion, which is used in this study. Eq. (19) is used to
quantity of each part is estimated by the ratio of the interface area
calculate the rate of diffusion of mass transfer.
between that zone and zone 1. After calculating the transferred
dm dq mass between these three zones, the equations are solved for zone
¼ ADm ð18Þ
dt dx 2 and for the other zones. A similar mass transfer sub-model was
used previously to calculate the bulk mass transfer between zones
dmði; j; kÞ ðmði;kÞ
VðiÞ
mðj;kÞ
VðjÞ
Þ [32,33].
¼ Aði; jÞ Dm ðj; kÞ ð19Þ
dt disði; jÞ
Dmolei ¼ molei;new molei;old ð25Þ
In Eq. (19), I and j refer to ith and jth zones, respectively, and k
!
refers to the kth species. The density gradient of the kth species in X
i1
the ith and jth zones causes its movement between these zones. if Dmolei moletranðj;iÞ < 0 then
After calculating the diffusion of each species from each zone into j¼1
other zones, the total mass and composition of each zone are !
recalculated. X
i1
mtranði;iþ1Þ ¼ raðiÞMwðiÞ Dmolei moletranðj;iÞ ð26Þ
In addition to the mass transfer by the diffusion mechanism, the
j¼1
bulk mass transfer between adjacent zones is considered. This type
of mass transfer occurs when a temperature gradient exists !
X
i1
between zones. When chemical kinetics and thermodynamics mtranði;nz 1Þ ¼ ð1 raðiÞÞMwðiÞ Dmolei moletranðj;iÞ ð27Þ
equations are solved, the new values for the in-cylinder pressure, j¼1
zonal temperature, and composition are obtained. Then, the new
mass of all the zones, using the equation of state can be calculated mtranði;iþ1Þ
moletranði;iþ1Þ ¼ ð28Þ
by means of the new pressure and temperature values. The trans- MwðiÞ
ferred mass between adjacent zones is equal to the difference
between the old and new zonal mass values. mtranði;nz 1Þ
Eqs. (20)–(24) are used to estimate the mole transfer between
moletranði;nz 1Þ ¼ ð29Þ
MwðiÞ
zones. First, the new moles are calculated for each zone. Due to
the lack of any chemical reaction during mass transfer, the total Ai;iþ1
moles in the combustion chamber remain constant. Therefore, raðiÞ ¼ ð30Þ
ðAi;iþ1 þ Ai;nz 1 Þ
the summation of the new moles of all the zones is equal to that
of the old moles of all the zones. The quantity of new moles of
!
X
i1
the core zone can be calculated using Eq. (24), and the quantities if Dmolei moletranðj;iÞ > 0 then
of those of other zones are estimated by applying Eq. (23). j¼1
mi;new
PV i ¼ Ru Ti i ¼ 1; . . . n ð20Þ mtranði;iþ1Þ mtran;ði;nz 1Þ X
i1
Mwi;new þ ¼ Dmolei moletranðj;iÞ ð31Þ
Mwði þ 1Þ Mwðnz 1Þ j¼1
Vi V1
¼ ð21Þ
mi;new
Ti
m1;new
T1 raðiÞ
Mwi;new Mw1;new mtranði;iþ1Þ ¼ mtranði;nz 1Þ ð32Þ
ð1 raðiÞÞ
mi;old P
molei;old ¼ ð22Þ raðiÞ Dmolei i1
Mwi;old j¼1 moletranðj;iÞ
mtranði;iþ1Þ ¼ raðiÞ ð1raðiÞÞ
ð33Þ
Mwðiþ1Þ
þ Mwðn z 1Þ
T1
molei;new V1
¼ ð23Þ
mole1;new Ti
ð1 raðiÞÞ
Vi mtran;ði;nz 1Þ ¼ mtranði;iþ1Þ ð34Þ
raðiÞ
Xnz
mi;old Xnz
mi;new T1 X nz
Vi
¼ ¼ mole1;new ð24Þ mtranði;iþ1Þ
Mw i;old Mw i;new V 1 Ti moletranði;iþ1Þ ¼ ð35Þ
i¼1 i¼1 i¼1 Mwði þ 1Þ
E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360 355
mtranði;nz 1Þ where C1 is constant and equals to 0.42e8. The radiation heat
moletranði;nz 1Þ ¼ ð36Þ
Mwðnz 1Þ transfer is calculated separately for all zones.
In the developed model, heat transfer has three main categories. Experimental data were obtained from the Monash University
The first is a mechanism similar to conduction, which occurs engine research facility. The test engine was an industrial HINO
between neighboring zones, and Fourier’s law is used to calculate W04D diesel engine—a fully instrumented, four-cylinder, four-
the conductive heat transfer between zones. Eq. (37) is employed stroke, water-cooled, direct injection, and naturally aspirated
to compute the conductive heat transfer quantity between zones. engine. The engine was coupled to a Heenan & Froude eddy-
In this equation, ktot is the total conductivity of the zones, which current dynamometer and a Froude-Hofmann V4 dynamometer
is the sum of the laminar and turbulence conductivities. this controller, and the engine specifications are shown in Table 1.
parameter is calculated using Yang and Martin’s method, which The experimental setup has been described in detail in previous
has been used previously for internal combustion engines papers [17,35].
[33,34]. Eqs. (38)–(43) are used to calculate ktot. In these equations,
a is a constant equal to 0.06, j is a Von Karman constant equal to 2.6. Problem-solving algorithm
0.41, and C is the proportionality constant, which yields the char-
acteristic velocity from the engine speed and is equal to 0.015. The multi-zone model was developed to simulate the engine’s
closed loop. The model starts to work at the intake valve closing
dQ i;cond @T (IVC). At each time step, first, the total amount of the injected fuel
¼ ktot A ð37Þ
dt @x is calculated. If injection has not yet started or if it has finished, the
total amount of injected fuel will be equal to zero. The injected fuel
ktot ¼ klam þ ktur ð38Þ
is distributed between the different zones and the total amount of
fuel in these zones is calculated. Then, the first law of thermody-
Prlam ltur
ktur ¼ k ð39Þ namics and chemical kinetics equations are solved simultaneously
Prtur llam lam and the temperature and composition of all the zones are calcu-
ltur lated. In the next step, the diffusion and bulk mass transfer subrou-
¼ jrþn 1 expð2ajrþn Þ ð40Þ tines and heat transfer subroutine are called and the new
llam
composition of each zone and the energy transfer due to the mass
Z and heat transfers are calculated.
v el rn
r þn ¼ qdrn ð41Þ As mentioned above, the test engine was a four-cylinder engine
lnz 1 0
without exhaust gas recirculation (EGR). The developed multi-zone
model is a single-cylinder model, and the experimental exhaust
S
v el ¼ crpm ð42Þ pressure and temperature cannot be used in the numerical model.
30 As such, it is not possible to calculate the initial condition using a
gas-exchange model. To calculate the in-cylinder pressure, temper-
Prlam þ
ktot ¼ klam 1 þ jrn 1 expð2ajrþn Þ ð43Þ ature, and composition at IVC, the percentage of the in-cylinder
Prtur
internal EGR is calculated using the experimental values of volu-
The second part of the heat transfer process is convection. Con- metric efficiency. To calculate the composition of the internal
vective heat transfer occurs between the fuel and air mixture in the EGR, the multi-zone model results at the exhaust valve opening
boundary layer zone and the wall of the combustion chamber. The (EVO) was employed. Therefore, the multi-zone model was run
convective heat transfer is zero for all other zones. Eq. (44) is twice for each case. First, the in-cylinder composition was consid-
employed to estimate the convective heat transfer. The main ered to be pure air and the model was run from IVC to EVO. In the
parameter in this equation is h, the convective heat transfer coef- second loop, the in-cylinder composition was corrected using the
ficient. In this study, the convective heat transfer coefficient is cal- in-cylinder composition at the EVO of the previous loop and the
culated using Annand’s correlation, as expressed in Eq. (45). percentage of the internal EGR. This problem-solving algorithm is
! shown in Fig. 2.
dQ BL;conv pD2 4V tot
¼ hðT w T BL Þ þ ð44Þ
dt 2 D
3. Results and discussion
the diesel engines, therefore the use of a radiation heat transfer Displacement volume (l) 4.009
sub-model is necessary to simulate the operation of diesel engines. Number of cylinders 4
Bore (cm) 10.4
In this study, we used the radiation correlation shown in Eq. (46): Stroke (cm) 11.8
! Needle opening pressure (bar) 215
dQ i;rad pD2 4V tot Compression ratio 17.9
¼ C 1 ðT 4w T 4i Þ þ i ¼ 1; n 1 ð46Þ Nozzle holes (mm) 5 0.29
dt 2 D
Combustion chamber Bowl in piston
356 E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360
be modeled to predict the engine combustion, performance, and tions and experimental data are in good agreement. The maximum
emission characteristics. These conditions are in a wide range of model uncertainties for the peak pressure value and its position
operating conditions, i.e., engine speeds and air-fuel ratios, as pre- predictions are less than 1.5% and 2.5%, respectively. The accurate
sented in Table 2. prediction of the in-cylinder pressure is attributed to the accurate
Fig. 3 shows the experimental and numerical pressure histories calculation of the heat release rate. The heat release rate versus the
of the examined cases. As indicated in the figure, the model predic- crank-angle degree is shown in Fig. 4 for different cases. This figure
E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360 357
Table 2
Engine operating conditions for three considered cases.
Fig. 4. Variation of heat release rate versus crank position for different cases.
shows that there are two steps in the heat release process includ-
ing the premixed heat release and the diffusion heat release. After
an ignition delay, premixed combustion occurs and when it is com-
pleted, the diffusion combustion begins. While premixed combus-
tion is rapid, diffusion combustion happens slowly. As indicated in
Fig. 4, the developed multi-zone model can predict both the pre-
Fig. 5. Heat release rate and pressure traces with and without diffusion mass
mixed and diffusion combustion modes. transfer.
358 E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360
Fig. 8. Soot and NOx traces vs. crank angle degree for case 2.
Table 3
Numerical and experimental values of engine exhaust emissions.
Case number Exp. soot (mg) Num. soot (mg) Exp. NOx (mg) Num. NOx (mg)
1 25.9 23.1 1211 1156
2 17.1 16.9 428 484
3 – 4.7 348 379
E. Neshat et al. / Applied Thermal Engineering 121 (2017) 351–360 359
Table 4
Calculated engine exhaust emissions using different zone numbers for case 2.
4. Conclusion
Fig. 9. Zonal temperature distribution of case 2.
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