Applied Mathematical Modelling 35 (2011) 930940

Contents lists available at ScienceDirect

Applied Mathematical Modelling

journal homepage: www.elsevier.com/locate/apm

Simulation of quasi-dimensional combustion model for predicting

diesel engine performance
Kunpeng Qi, Liyan Feng, Xianyin Leng, Baoguo Du, Wuqiang Long *
Institute of Internal Combustion Engine, Dalian University of Technology, Dalian 116023, Peoples Republic of China

a r t i c l e

i n f o

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

K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

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

The calculation equation of r0is given by Eq. (2) [17]:

h
r0 x  tg :
2

2.2.2. Transient velocity of spray

The transient isovelocity line of spray in stable region of gaseous ow is given by Eq. (3) [16]:

"
 1:5 #2
u
r
1
:
uM
r0

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

2.2.3. Division principle

The relationship between isoconcentration line of spray and transient isovelocity line of spray is:

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 ;

DSj ucj  Dt;

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

Fig. 1. Diagram of zonal boundary in the phase-divided spray mixing model.

11

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

3.2. Air entrainment calculation

The amount of air entrainment is calculated in accordance with the momentum conservation principle as follows [13]:

mfi uoi mfi maij uj ;

s
2  pinj  pa
;
uoi 0:39

12
13

ql

uj 0:584  ucj ;

14

maij maij1 Dmaij :

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

3.3. Ignition delay period calculation

The ignition delay period is expressed by HARDENBERG according to the operating characteristics of simulation object
[19]:

"

s CA 0:36 0:22C m  exp



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

When tig P 1, the spray mixture is ignited.

3.4. Heat transferring calculation
The heat transferring quantity is evaluated by the NEWTON equations according to heat transferring theory [16]:
3
dQ w
1 X
1
ag Ai T wi  T ag A1 T w1  T A2 T w2  T A3 T w3  T:

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]:

dmBi uBi dQ wBi dQ mfBi

dV Bi
dmaBi

p
ha
;
du
du
du
du
du
dmBi dmaBi

;
du
du
PV Bi mBi RBi T Bi :
Air Zone [22]:

22
23
24

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

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

3.6. Combustion product calculation

Chemical equilibrium calculation is utilized to calculate equilibrium composition within each zone [20,21,23]:


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

3.7. Emissions calculation

3.7.1. Nitric oxide emission calculation
The nitric oxide formation is calculated based on the extended Zeldovich mechanism [20]:
k
1

O N2
NO N;

k1

k
2

NO O;
N O2

k2

k
3

N OH
NO H;

k3

31
32
33

Where


 

 



k1 7:6  1013 exp  38000

; k1 1:6  1013 ; k2 6:4  109 exp T  3150
; k2 1:5  109 T exp  19500
; k3 4:1  1013 ,
T
T
T



.
k3 2:0  1014 exp  23600
T
The nitric oxide formation rate expression is [20]:

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]:

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

dms dmsf dmso


;
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

4.2. Intake and exhaust ow rate

The intake process is assumed as a subcritical ow and the intake ow rate is [16]:

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]:

F s;e zphv u cos rv Dv hv u sin rv cos rv :

46

5. Simulation of quasi-dimensional combustion model

Experiment results were obtained from the 1135 naturally aspirated diesel engine for comparison with the calculated results. The specications of the diesel engine are listed in Table 1.
Table 1
Specications of the 1135 diesel engine.
Parameters

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

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

5.1. Real time operating performance of the model

The average computational time for one working process of the simulation model developed in this work is 36 s in the
computer equipped with a CPU of AMD 2500 + 1.83 GHz and 512 M memory. Since the computational cost of spray mixing
process in phase-divided spray mixing model is largely decreased, the real time operating performance of simulation system
is greatly improved.
5.2. Validation of the model
The comparisons of experimental and calculated cylinder pressure curves at rated working condition are shown in Fig. 2.
The comparisons of experimental and calculated diesel engine performance parameters at rated speed and different load
conditions are shown in Table 2.
Fig. 2 shows that the experimental and calculated cylinder pressure curves have good agreement at rated working condition. Also, it can be observed from Table 2 that the relative error of power and bfsc between experimental data and calculated results is less than 2.8% and the relative error of nitric oxide and soot emissions between experimental data and
calculated results is less than 9.1% at rated speed and different load conditions. These results indicate that the assumptions
in phase-divided spray mixing model are reasonable and the prediction of diesel engine performance parameters is accurate
enough, which means the quasi-dimensional combustion model of diesel engine is validated to be applied in the HardwareIn-the-Loop simulation system.

6. Analysis on the prediction precision of the simulation model

The fuel in combustion zone is fully gasied and the spray mixture for combustion is formed after break-up time in the
phase-divided spray mixing model, so the combustion process is controlled by the calculation of air entrainment. Among the
parameters in calculation of air entrainment, air entrainment period and nozzle ow coefcient are the most important
parameters which put signicant effect on the prediction precision of diesel engine performance parameters, such as power,
BSFC and emissions.
6.1. Air entrainment period
The period from the start to the end of air entrainment into combustion zone is called as air entrainment period. The combustion process of the diesel engine is mainly controlled by the fuelair mixture which is determined by the air entrainment
ratio. The air entrainment period greatly affects the simulation results of diesel engine emissions because it determines the
high temperature duration of combustion zone. In this work, three different methods, which apply different air entrainment
period, were evaluated and the prediction precision of diesel engine performance parameters at rated working condition is
shown in Table 3. The methods are called as FICE, BIJT and WJTT respectively. The FICE method assumes that no fresh air is
entrained into a combustion zone after combustion is nished. BIJT method assumes that fresh air is still entrained into a
combustion zone after the end of combustion, and calculates the quantity of fresh air entrained into the combustion zone
by the momentum conservation equations. The air entrainment continues until the temperature of the current combustion

Fig. 2. Comparison of experimental and calculated cylinder pressure curves at rated working condition.

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

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

BSFC/g  kW1  h1

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

Nitric oxide emission/ppm

25
50
75
90
100

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

BSFC/g  kW1  h1

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

Nitric oxide emission/ppm

FICE
BIJT
WJTT

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

BSFC/g  kW1  h1

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

Nitric oxide emission/ppm

0.45
0.5
0.57
0.64
0.7

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

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K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

6.2. Nozzle ow coefcient

Nozzle ow coefcient is dened as the ratio of factual fuel injection quantity to theoretical fuel injection quantity. The
fuel injection, fuelair mixing and combustion process are affected by the value of nozzle ow coefcient, so the selection of
this coefcient greatly inuences the prediction precision of performance parameters in quasi-dimensional combustion
model. If bigger nozzle ow coefcient is selected, the initial momentum at the exit of the nozzle hole is bigger and the quantity of air entrained into combustion zone is larger. As a result, the quantity of fuelair mixture increases and the combustion
rate is faster. In this work, the inuence of different nozzle ow coefcients on the prediction precision of diesel engine performance parameters was analyzed and Table 4 shows the comparison of the simulation results.
The results in Table 4 conrm the signicance effect of the selection of nozzle ow coefcient on the prediction precision
of diesel engine performance parameters. In this calculation case, 0.57 is the optimum value of nozzle ow coefcient. As the
value of nozzle ow coefcient is smaller than the optimum value, both the fuelair mixing rate and the combustion rate
become lower. This leads to lower cylinder pressure and temperature results. Accordingly, the error of performance parameters between experimental data and calculated results is bigger. When the value of nozzle ow coefcient is bigger than the
optimum value, the initial momentum at the exit of the nozzle hole becomes larger. As a result, higher cylinder pressure and
temperature are caused by faster fuelair mixing rate as well as combustion rate, and the error of performance parameters
between experimental data and calculated results increases. In one word, the precise prediction of diesel engine performance is based on the proper selection of nozzle ow coefcient according to the factual combustion process during the simulation of different conditions.
7. Conclusions
In this paper, a quasi-dimensional combustion model of diesel engine is proposed, which is based on the new simplied
phase-divided spray mixing model. The simulation results of the model have good accordance with experimental data which
proves the validation of the phase-divided spray mixing model and its related assumptions. Since the fuelair mixing process
is simplied, the calculation time of mixing process is largely reduced compared with other spray mixing models, which
means the real time operating performance of the simulation model is greatly improved. The proper method to calculate
air entrainment period and the appropriate value of nozzle ow coefcient must be selected to ensure prediction precision
of the simulation model.
Acknowledgments
This research was supported by the Science and Technology Plan of Dalian and the Key Lab Foundation from the Education Department of Liaoning Province, China.
Appendix A

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

transient average heat exchange coefcient

crank angle
crank angle of each calculation time step
instantaneous density in cylinder
density of fuel droplets at the exit of the nozzle hole
soot density, qs = 2.0 g/cm3
spray cone angle
compression ratio
crank radius/connecting-rod length ratio
inlet valve ow coefcient
outlet valve ow coefcient
cone angle of inlet or outlet valve seat
reaction constant, Af = 150 S1
heat exchange area of cylinder head
heat exchange area of piston top
heat exchange area of cylinder liner
concentration along radial direction of x section in the centerline of spray
cetane number of diesel oil, CN = 50
concentration of x section in the centerline of spray
piston velocity
correct coefcient representing the reduction of air entrainment resulted by combustion

K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

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

the specic heat at constant volume of combustion zones and air

the cylinder diameter
the soot diameter, Ds = 3  106 cm
the inner diameter of inlet or outlet valve
the diameter of the nozzle hole
the geometric circulation sectional area of outlet valve
the geometric circulation sectional area of inlet valve
the specic enthalpy of the air
the inlet or outlet valve lift which is given by the tting formula derived from experimental data
the adiabatic exponent of working uid in cylinder
the rate of reaction
the adiabatic exponent of working uid before inlet valve
the carbon molecular weight
the thermodynamics energy
the total amount of air entrained into combustion zone
the amount of air entrained from air zone into combustion zone
the total air mass in the ith zone since the start of fuel injection into this zone to the jth calculation
time step
the theoretical air mass in the ith zone during the jth calculation time step
the factual air mass in the ith zone during the jth calculation time step
the fuel mass in the ith zone
the fuel vapor mass
the net soot mass
the formed soot mass
the oxidized soot mass
the rotation speed of diesel engine.
the instantaneous pressure in cylinder
the oxygen partial pressure
the fuel injection pressure
the pressure of working uid after outlet valve
the pressure of working uid before inlet valve
the heat release quantity
the universal gas constant, R = 8.3143 J  mol1  K1
the gas constant of working uid before inlet valve
the rate of reaction on the surface
the radial distance away from the centerline of spray
the maximum radius of x section in the centerline of spray
the penetration of the spray at the end of break-up period
the piston stroke
he penetration increment of spray in each calculation time step after break-up period
the temperature of air zone
the temperature of combustion zone
the temperature of working uid before inlet valve
the temperature of activation, Tf = 6291 K
the average temperature of cylinder head
the average temperature of piston top
the average temperature of cylinder liner
the time from zonal fuel injected into combustion chamber to the current calculation time step
the time of each calculation time step
the axial velocity along radial direction of x section in the centerline of spray
the front velocity of x section in the centerline of spray
the average velocity in the ith zone at the jth calculation time step
the zonal initial velocity at the exit of the nozzle hole
the velocity of fuel droplets at nozzle hole exit
instantaneous volume of cylinder
the volume of air zone
the volume of combustion zone
the cylinder displacement volume

940

xi(i = 1, 2, . . . , 11)
x12
z

K. Qi et al. / Applied Mathematical Modelling 35 (2011) 930940

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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