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In modern Internal Combustion (IC) engines, the fuel spray atomization process is
known to play a key role in affecting mixture formation, combustion efficiency and soot
emissions. Therefore, a thorough understanding of the fuel spray characteristics and
atomization process is of great importance. Spray characteristics play a progressively important
role in the consequent processes of mixture formation, ignition, combustion and pollutant
formation in direct injection diesel engines. It is also important to develop an understanding of
the atomization qualities of alternative fuels such as Biodiesel fuels as potential substitutions
for conventional diesel fuel.
In this study, the effect of fuel Injection pressure and ambient pressure on spray
characteristics including spray penetrations and Sauter mean diameter (SMD) were
investigated in a constant volume combustion chamber. Constant volume combustion chamber
is modeled as a cylinder having 100mm*200mm with Hexahedral dominating mesh in Gambit.
Three injection pressures (100, 200, 300 MPa), two ambient pressures (1.27, 2.54 MPa), two
breakup models (WAVE and KHRT) effect on spray penetration were investigated. The effect
of nozzle diameter on spray penetration is also evaluated by simulation. Future Diesel
alternative Fuel-Biodiesel is also investigated for spray characteristics. The B-20 blend of
Jatropha is considered for simulation purpose. The result obtained will be helpful in
optimization of injection parameters for reducing emission and increasing fuel economy.
Contents
1
Introduction .................................................................................................... 1
1.1
Background .................................................................................................................. 1
1.1.1
1.1.2
1.1.3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
Atomization ............................................................................................................... 13
3.8
3.9
3.9.1
3.9.2
Model ......................................................................................................................... 20
4.2
5.1.1
5.1.2
5.1.3
5.1.4
5.1.5
5.2
5.2.1
5.2.2
ii
5.2.3
Conclusion ................................................................................................... 33
References .................................................................................................... 34
iii
Table of Figures
Figure 1-1 World energy demand forecast ................................................................................ 1
Figure 1-2 World Energy Demand ............................................................................................. 2
Figure 1-4 An image of the air pollution in Cities ..................................................................... 3
Figure 3-1 Schematic of full-cone spray structure .................................................................... 8
Figure 3-2 Spray Structure ......................................................................................................... 8
Figure 3-3 The classification of breakup regime .................................................................... 12
Figure 3-4 Schematic of the four types of breakup ................................................................. 12
Figure 3-5 Schematic of the aerodynamically-induced breakup .............................................. 14
Figure 3-6 Schematic of the turbulence-induced breakup ....................................................... 14
Figure 3-7 Schematic of the cavitation-induced breakup......................................................... 15
Figure 3-8 Schematic of the DPM model and an example of the simulated spray .................. 16
Figure 3-9 Schematic of the Blob Method ............................................................................... 17
Figure 3-10 Schematic of the wave model ............................................................................... 17
Figure 3-11 Schematic of the TAB model .............................................................................. 18
Figure 3-12 Schematic of the RT model .................................................................................. 18
Figure 3-13 KH-RT breakup model ......................................................................................... 19
Figure 4-1 Injector Type and Injection Profile......................................................................... 22
Figure 5-1 Spray Penetration ................................................................................................... 23
Figure 5-2 Sample Result from Simulation.............................................................................. 24
Figure 5-3 Effect of Break-up Model on Spray Penetration .................................................... 25
Figure 5-4 Effect of Ambient Pressure on Spray Penetration .................................................. 26
Figure 5-5 Effect of Injection Pressure on Spray Penetration .................................................. 27
Figure 5-6 Effect of Nozzle Diameter on Spray Penetration ................................................... 28
Figure 5-7 Effect of Biodiesel on Spray Penetration ............................................................... 29
Figure 5-8 Droplet Diameter Distribution ................................................................................ 30
Figure 5-9 Sample Droplet Diameter from Simulation............................................................ 30
Figure 5-10 Effect of Ambient Pressure on Droplet Diameter ................................................ 31
Figure 5-11 Effect of Injection Pressure on Droplet Diameter ................................................ 31
Figure 5-12 Effect of Bio-diesel on Droplet Diameter ............................................................ 32
iv
List of Tables
Table 1 European emission regulations for passenger cars ....................................................... 3
Table 2 CFD input parameters ................................................................................................. 21
Table 3 Fuel Properties ............................................................................................................ 22
1 Introduction
1.1 Background
Internal Combustion (IC) Engines, as the greatest invention of the 19th century, are the most
popular thermal engines and widely used in industry, agriculture etcetera since the 1860s. Precisely
because of its excellent performance, the IC engine has always been in a leading position in the
field of power production and plays an important role in the rapid developments of the world
economy, state-building, and people's livelihood. With the increasing demand for energy
conservation and environmental protection, further improvements in fuel efficiency and emission
reduction in internal combustion engines are urgently required; due to the limited energy reserves,
the rising price of crude oil and climate change. Although the electric vehicle exhibits a promising
future in recent years due to its environmentally friendly features, some inevitable issues such as
the high costs, the limited battery range, and the lagging behind of charging technology have greatly
hindered its further development. Thus it is predictable that the IC engine will still be the most used
power engine in the 21st century.
Figure 1-1 illustrates the historical and the forecasted demand for energy of the world [8]. It is
shown that the fossil fuels including crude oil, natural gas, and coal will still be the energy source
and increase considerably before 2040. After 2040, the renewable sources such as biofuels,
hydroelectricity, solar and wind power and geothermal energy will be expected to fulfil the further
increasing demand. However, the roles of the fossil fuels are still irreplaceable in the foreseeable
future; especially for crude oil, which is the so-called blood of the industry and will still be an
indispensable energy source. From the view of the share of energy consumption by various
sectors, the transportation sector consumes a big part of the total energy continuously. Figure
shows the most recently published report by the EIA in terms of global primary energy
consumption by source and sector. It can be seen that 28% of the primary energy is consumed
by transportation, which is just second to the percentage (39%) that is consumed by electric
power. Furthermore, the transportation sector consumes 71% of the liquid fuel, which has no
competition from any other sector. It can be expected that vehicles will still be the main
consumer in the foreseeable future; thus, further improvement of fuel efficiency of vehicles is
of great importance in slowing down the increasing speed of the energy demand.
exhausted by IC engines will lead to the greenhouse effect and then result in climate change
and global warming
The PM emissions for diesel engines have been reduced by 96%. Similar emission regulations
also have been made in China, the United States (US), India etc. In terms of the CO2 emission
legislations, different regulations have been made for the near future. Figure 1-4 illustrates the
CO2 emission regulations for passenger cars in several countries. It is shown that, compared to
CO2 emissions from the year 2000, the US and the EU will reduce them by over 58% and 44%,
respectively, by the year 2025. China and India will also make their efforts in decreasing the
CO2 emissions and a 50% reduction will be expected in China. Obviously, both the energy
demand and the emission regulations are the main factors in promoting further improvements
in fuel efficiency and a further reduction of the exhaust emissions of the IC engine.
emissions at medium or low load, NOx emissions due to the higher compression ratio and higher
heat release rate and other emissions during the cold-start still exist and need further studies.
1.1.3 Fuel Spray
The fuel spray atomization process is known to play a key role in affecting mixture formation,
combustion efficiency, power output, fuel economy and exhausted emissions in direct injection
engines. The spray process is an extremely complicated physical course consisting of fuel spray
atomization, droplet breakup, evaporation, collision, coalescence and energy exchange processes.
Among them, spray atomization and droplet breakup are the most important physical processes
which have attracted a lot of attention in the area of engine research.
The fuel pressured by the fuel supply system and ejected from the injector nozzle will
experience primary atomization and secondary breakup processes. The primary atomization process
will disintegrate the continuous fuel liquid into numerous droplets with various diameters and
velocities. The secondary breakup process will further reduce the droplet size and produce a great
number of smaller droplets. In this way, the fuel can be mixed with the air inside the cylinder
directly. A better atomization of the fuel spray will increase the fuel-air contact area and then
enhance the mixture formation of the engine, which in turn increases the fuel efficiency and reduces
the fuel consumption. Furthermore, better atomization quality will result in smaller droplet size,
which can effectively reduce soot, as well as other emissions [8].
Thus, a detailed study of the fuel atomization process is of great importance for
optimizing the performance of the IC engine. The methodology of combining the experimental
investigation and the numerical study can help to achieve a better understanding of the fuel
spray, not only in theory, but also in a practical approach.
2 Literature Review
1. Wang, X et al. [1] performed the light scattering technique was employed to measure nonevaporating spray of diesel and two biodiesels under ultra-high injection pressures up to 300
MPa. The effect of various injection pressure and ambient pressure on spray penetration was
investigated in this paper. They compared the spray characteristics of biodiesel and diesel
under ultra-high injection pressure conditions. They found that biodiesel presented longer
spray tip penetration, smaller spray angle, projected area and volume than diesel spray, but
larger Sauter mean diameter (SMD) due to its higher viscosity and surface tension.
2. Som, S., Aggarwal, S.K. [2] examined the effects of primary breakup modeling on the spray
and combustion characteristics under diesel engine conditions. They investigated effect of
various breakup model on penetration and SMD. The effect of ambient pressure on the
macroscopic spray characteristics was investigated by Agarwal et al. [17]. The results
showed that with an increase in ambient pressure, spray tip penetration decreased, while
cone angle and spray area increased. The spray tip penetration, cone angle and spray area
increased with the increase in mixing ratio of biodiesels because of fuel density differences.
3. Zhang, J. and Fang, T. [3] paper investigates the combustion of biodiesel and diesel in an
optical accessible constant volume chamber that can simulate the conditions in compression
ignition engines. The effects of different ambient temperature and oxygen concentration on
the combustion were studied for ULSD and biodiesel.
4. R. Morgan and J.Wray et al. [4] The influences of injector nozzle geometry, injection
pressure and ambient air conditions on a diesel fuel spray were examined using back-lighting
techniques. The higher penetration observed in case of VCO nozzle and higher injection
pressure.
5. Battistoni et al. [5] investigated spray simulation results, indicating that among the
properties affecting the spray characteristics, density and viscosity played the most
important roles. Diesel fuel provided a significantly higher penetration and lower cone-angle
compared with biodiesel in a convergent conical nozzle.
6. Ghasemi Abbas[6] et al. conducted atomization experiments with diesel and biodiesel,
resulting in longer spray tip penetration and larger droplets for biodiesel compared with
diesel, which were believed to be caused by the relatively higher viscosity and surface
tension of biodiesel.
7. Daliang Jing [8] evaluated the effects of injection pressure, ambient pressure and different
fuels including gasoline, diesel, and their blends dieseline, on the spray characteristics,
have been experimentally investigated. It is shown that for all the test fuels, higher injection
pressure and higher ambient pressure will enhance the spray atomization ii process due to
significant cavitation phenomenon, stronger turbulence effects and greater aerodynamic
force. Compared to pure diesel, the recently developed dieseline fuel shows many
advantages in terms of enhancing the spray atomization process. Better atomization
performances can be achieved by increasing the proportion of gasoline in the dieseline fuel;
due to its stronger cavitation phenomenon, higher volatility, lower surface tension and lower
viscosity.
8. Bianchi, G. M., Pelloni et al.[10] compared experimental and simulated spray characteristics
results, including the macroscopic and microscopic spray properties of three different
biodiesels and blends. The authors concluded that with increasing concentration of biodiesel
in the fuel, spray penetration and spray speed increased, while the spray cone angle
decreased. Simulation results presented similar macroscopic spray characteristics as the
experimental results for biodiesel. The blend fuels showed a larger SMD than diesel due to
the higher viscosity and surface tension of the biodiesel.
Many studies have been conducted to evaluate the effects of a single or two factors such as
injection pressure or ambient pressure on the spray characteristics of biodiesel and diesel, while
a systematic investigation of the spray characteristics of different mixing ratios of biodiesel and
diesel under various injection pressures and ambient pressure are not fully clarified. Therefore,
the aim of this work was to simulate the macroscopic spray characteristics of biodiesel and its
blends with diesel under various injection pressures and ambient pressure conditions.
Liquid Core
A large number of experiments show that the atomization process is incomplete and a liquid
core does exist near the nozzle exit. The distance of this intact liquid core is proportional to the
nozzle hole diameter. The flow characteristic of this region is similar to the single phase jet flow
and can be seen as a continuous phase.
Churning Zone
This zone refers to the spray region very close to/around the liquid core, where the continuous
liquid starts to breakup into dense droplets or ligaments. However, due to the volume fraction
of the liquid phase being equivalent to or even higher than the gas phase, the fuel in this zone is
not in the form of discrete droplets. The churning flow is the product of the first step of
atomization and it is also the intermediate status between the liquid core and the droplets. The
studies of the churning flow are of great importance in revealing the primary breakup
mechanisms of the spray.
Dense Zone
The volume fraction of the liquid phase in this zone is still high but relatively lower than the
churning flow. The liquid phase is in the form of discrete droplets which disperse in the
continuous gas phase. The aerodynamic force induced by the high relative velocity between the
droplet and its surrounding air will act on the droplet surface and lead to further breakup, which
is known as the secondary breakup. The interaction between droplets cannot be ignored since
the space between them is small. Collisions of droplets can lead to droplet deformation,
coalescence and breakup; this then can affect the droplet size distribution. ORourke carried out
a detailed numerical study of the dense spray zone by employing a statistical method which
considered collision dynamics, collision probability, collision efficiency etc. A transition
function was used to determine the result of coalescence or breakup. On the other hand, the
droplet can also affect the dynamic properties of its surrounding air and the air motion will
disturb other droplets at the same time; therefore, this zone is quite complex and difficult to
measure and model.
Dilute Zone
In this zone, the liquid volume fraction is smaller than that of the dense zone. The space between
droplets is much bigger than the droplet size, so the interaction between droplets can be ignored.
However, the indirect influence of droplet-air-droplet always exists, which means the dropletinduced aerodynamic force will still affect other droplets.
where S1 and S2 are spray penetration length for stage 1 and stage 2, respectively; t is the time
after the start of injection (ASOI); tb is the time before breakup; Pinj is the injection pressure; Pa
is back pressure; l is fuel density; a is ambient gas density; and D is the nozzle diameter.
10
where D32 is the SMD; Di is the droplet size of parcel i and Ni is the droplet number in parcel i.
It indicates that the SMD can also be understood as the ratio of the sum of volume to the sum
of surface area.
3.6
Breakup Classification
When the liquid is injected into another media, the aerodynamic force, inertia force, viscosity
and surface tension will act on the continuous liquid core and force it into separate liquid blocks,
ligaments, or droplets. Different injection flows can lead to various breakup regimes due to
different injection velocities. In general, the breakup of the round liquid core can be divided into
11
four different regimes according to the velocity gradient: the Rayleigh breakup regime, the first
wind-induced breakup regime, the second wind-induced breakup regime, and the atomization
regime; as is shown in Figure. Figure 3-4 shows the schematic of the four types of breakup.
12
With the increase of the injection velocity, the aerodynamic force induced by the relative
velocity becomes significant. Liquid inertia and surface tension forces are amplified by
aerodynamic forces and then these forces will lead to the changes of surface curvature and the
uneven static pressure distribution. All of these factors enhance the breakup of the liquid core.
The breakup occurs at a distance (shorter than that of the Rayleigh regime) downstream of the
nozzle and the produced droplets size is equivalent to the nozzle diameter.
Second Wind-induced Breakup Regime
The flow inside the nozzle becomes turbulent with a further increase of the injection velocity.
The unstable growth of the short wavelength surface waves initiated by the turbulence is
amplified by aerodynamic forces. The combined result of the turbulence and aerodynamic forces
is the main cause of the breakup. The breakup happens at a short distance away from the nozzle
and the produced droplets size is much smaller than the nozzle diameter.
Atomization Regime
The liquid starts to breakup once it leaves the nozzle. A large number of fine-sized liquid
droplets are formed and the droplet size is much smaller than the nozzle size. An intact liquid
core exists though the breakup occurs at the nozzle exit.
3.7 Atomization
Atomization is the typical primary breakup mechanism for the sprays of modern direct injection
engines. A series of studies have been carried out to investigate the breakup mechanisms of the
atomization process so far and five possible descriptions can be concluded as: aerodynamicallyinduced breakup, turbulence-induced breakup, cavitation-induced breakup, pressure oscillation
induced breakup and breakup due to the relaxation of velocity profile.
Aerodynamically-induced Breakup
Aerodynamically-induced breakup is the most developed mechanism of the spray atomization
process. Figure 3-5 shows the schematic of the aerodynamically-induced breakup. This breakup
mechanism was initially proposed by Castleman in 1932 and now it has become the most studied
and popular description of the fuel spray atomization process. Castleman found that the growth of
instable waves on the liquid surface is induced by the aerodynamic interference around the liquid
jet. With the increase of the injection velocity, the wavelength of the instable wave continuously
decreases until it reaches nanoscale and then the liquid core breakups into ligaments or droplets. By
introducing linear perturbation theory into the analysis of the instable surface wave and ignoring the
gas viscosity, the wave growth rate and the wavelength can be calculated and the fast growth wave
dominates the breakup and the produced droplet size is assumed to be proportional to the wavelength
13
of the fast growth wave. Based on these analyses, Reitz and Bracco preliminarily modelled the
14
Cavitation-induced Breakup
Bergwerk found that the turbulence is insufficient to cause the atomization phenomenon at certain
Reynolds numbers and the main factor is believed to be the cavitation effect inside the nozzle. At
high injection pressure, the sharp corner inside the nozzle hole will promote the formation of the
cavitation. Hiroyasu also indicated that the main difference between the fully developed spray and
the incompletely developed spray is caused by the cavitation effect inside the nozzle. Byung
experimentally studied the influence of the fuel temperature on the saturated vapour pressure and
cavitation phenomenon; the results in turn provided the evidence that the cavitation inside the
nozzle will enhance the atomization process. The breakup induced by the cavitation
phenomenon can be seen in Figure 3-7.
15
Figure 3-8 Schematic of the DPM model and an example of the simulated spray [8]
3.9
The DPM approach is a commonly used method in most of the engine simulation CFD codes.
In this approach, physical-numerical models are required to describe the breakup of the liquid
droplet in the parcels during their transportation.
3.9.1 Primary Breakup Models
In the DPM approach, the primary atomization process determines the initial conditions for the
calculation of the subsequent droplet breakup process and mixture formation. For the liquid
phase, the Lagrangian description requires the existence of liquid drops and the calculation of
spray atomization always begins with liquid drops starting to penetrate into the combustion
chamber. The primary breakup model is used to predict the initial conditions of these liquid
drops, including the initial droplet size and velocity.
Blob Method
Reitz and Diwakar developed a simplified approach to define the initial conditions of the first
droplets at the nozzle exit of solid-cone sprays, which is known as the Blob Method. The Blob
Method is based on the assumption that atomization and droplet breakup within the dense spray
near the nozzle are indistinguishable processes and that a detailed calculation can be simplified
by the injection of big spherical droplets with uniform size, which are then subject to
aerodynamic-induced breakup.
The diameter of these blobs equals the nozzle hydraulic diameter D and the number of drops
injected per unit time is calculated from the mass flow rate. The spray angle should be given as
an input parameter. Figure 3-9 shows the schematic of the Blob Method. It is of importance to
notice that this method is a great simplification of the primary breakup process.
16
17
18
2.5 Summary
In this chapter, three aspects of the spray study including the fundamentals of spray structure
and breakup regimes; the CFD methodology for spray simulation; and the application of the
spray atomization and breakup models are reviewed. In the literature, the aerodynamicallyinduced breakup mechanism has been thoroughly investigated by many researchers. However,
the effects of turbulence and cavitation phenomena on a spray atomization process still need to
be further studied.
19
4 Numerical Methodology
4.1 Model
Constant volume combustion chamber model to simulate. Fig. presents the geometry which is
employed in this work has a cylindrical shape with 100 mm diameter and 200 mm length, so the
volume of chamber is 785000mm3. And only one orifice for focusing on spray characteristics
which locates on the center of cylinder top. The length of nozzle in the chamber is 1.2 mm. The
model is meshed with hexahedral dominant meshing method so as to obtain better and mesh
independent results.
the dispersed liquid by employing the local values of temperature, gas velocity, etc., in the grid
cell through which the droplet is passing at each time step as a boundary condition. In EulerianLagrangian method it is assumed that the volume fraction of the discrete phase is small
compared to the continuous phase.
A single hole diameter nozzle with a nozzle hole length-to-diameter ratio of 7.5 was
used to inject the fuels with 100, 200 and 300 MPa injection pressures into the 295K quiescent
ambient air of density (corresponding to 1.27 and 2.54 MPa).
Table 2 CFD input parameters
Combustion Chamber
100200 mm
Nozzle Type
Single Hole
Nozzle Diameter
160m
7.5
Injection Pressure
100/200/300 Mpa
Injection Type
14/12/8 g/sec
Fuel Temperature
300k
Chamber pressure
1.27MPa(15kg/m3)/2.54MPa(30kg/m3)
Injection Duration
2/1.4/1.3 ms
Viscous Model
Secondary Break-up
KHRT
Drag Law
Dynamic
Turbulence
21
Diesel
B20
Density(kg/m3)
830
889
Viscosity(mm2/s)
3.36
35
Surface Tension(mN/m)
25.5
27.2
Cetane number
55
54
43.1
37.2
The Plain Orifice Atomizer model is used for simulation purpose. The injection pressure is
varied by using injection profile at different injection pressure as shown in fig. K- turbulence
model used which is most popular and widely used. The species transport model is used for fuel
injection purpose. The unsteady Discrete Phase Model (DPM) is used for particle tracking.
Stream of 1000 particle is injected through 0.16mm diameter nozzle having length 1.2mm.
For solution purpose the SIMPLE scheme is used for pressure velocity coupling. Gradient is
solved with least square based method. Pressure, Momentum, Turbulent kinetic energy,
Turbulent Dissipation rate is set to SECOND ORDER UPWIND. The results are extracted using
particle summary data in particle track reporting option.
22
and
create
undesired
wall
interactions.
Such
over-penetration
is
called
wall impinging and is associated with enhancement of soot formation and fuel
wastage.
23
3.50E-02
3.00E-02
2.50E-02
2.00E-02
1.50E-02
1.00E-02
5.00E-03
0.00E+00
0.00E+00 1.00E-04 2.00E-04 3.00E-04 4.00E-04 5.00E-04 6.00E-04
Time (sec)
24
100Mpa
60
50
40
EXP
30
KHRT
20
WAVE
10
0
0
0.2
0.4
0.6
0.8
1.2
Time (ms)
25
80
70
60
50
40
1.27Mpa
30
2.57MPa
20
10
0
0
0.2
0.4
0.6
0.8
1.2
Time (ms)
26
30 kg /m 3
80
70
60
50
40
100Mpa
30
200Mpa
20
300Mpa
10
0
0
Time (ms)
27
Nozzle diameter
45
40
35
30
25
0.2mm
20
0.16mm
15
0.14mm
10
5
0
0
0.2
0.4
0.6
0.8
Time (ms)
Fig 6 shows penetration length according to nozzle diameters. Obviously, in a period of time
after starting injection, penetration length shows a linear growth and leads to maximum value,
then experiencing a little decrease and keep a relatively stability value. The result can be
explained that each time of injecting fuel, penetration has a maximum value under the certain
pressure. When putting pressure suddenly, penetration length will increase and get maximum.
It can also be observed that the larger diameter has larger length at the same energizing time.
The length receives maximum at same time after injection. At the larger nozzle diameter, it is
poor to make droplet break, flow distance keeping higher droplet density increases. At the other
hand, spray kinetic energy and penetration length enlarge when SMD of droplets increase at the
beginning of injection.
28
160
140
120
100
80
Diesel
60
B20
40
20
0
0
0.1
0.2
0.3
Time (ms)
300Mpa_30kg/m3
1.20E-05
1.00E-05
SMD (m)
8.00E-06
6.00E-06
4.00E-06
2.00E-06
0.00E+00
0.00E+00
2.00E-04
4.00E-04
6.00E-04
8.00E-04
Time (s)
30
180
160
SMD (microns)
140
120
100
80
2.54Mpa
60
1.27Mpa
40
20
0
0
0.2
0.4
0.6
0.8
Time (ms)
30kg/m3
180
160
SMD (microns)
140
120
100
100Mpa
80
200Mpa
60
300Mpa
40
20
0
0
0.2
0.4
0.6
0.8
Time (ms)
The effects of injection pressure on Sauter Mean Diameter are shown in Figure 5-11 and with
the increase of injection pressure, the mean diameter decreases significantly at the very
beginning and then experiences a slow decline beyond this pressure. The increase of injection
pressure narrows the range of the droplet diameters, which means the droplet size distribution
is forced towards to a uniform distribution and the portions of the largest and smallest droplets
are reduced. At low injection pressure, the mean diameter can be affected by the individual large
droplet easily; while at high injection pressure, the droplet size distribution becomes more
uniform and the mean diameter experiences less impact from the large droplets. Thus the droplet
mean diameter is more sensitive to the injection pressure at the lower pressure range. While the
SMD represents the volume/surface ratio and will not be affected by the individual large,
therefore it is a more representative parameter to evaluate the spray atomization performance.
5.2.3 Effect of Bio-Diesel
180
160
SMD (microns)
140
120
100
80
B20
60
Diesel
40
20
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
0.5
0.55
0.6
0.65
0.7
Time (ms)
32
6 Conclusion
The spray formation mechanism with primary and secondary break-ups reviewed. The different
sub models use for primary atomization and secondary atomization are studied. The Effect of
various injection parameters on spray characteristics such as spray penetration and sauter mean
diameter is evaluated by simulating a constant volume chamber. Effect Variation in injection
pressure, nozzle diameter and ambient pressure on Penetration and SMD is evaluated. Change
spray characteristic due to B-20 blend of Jatropha oil is also evaluated.
1. The Spray penetration simulation using KHRT (Kelvin Helmholtz-Rayleigh Taylor)
give results which are close to experimental results. The consideration of RT break-up
regime in addition to WAVE model gives better prediction of atomization.
2. Increase in injection pressure increases the spray penetration rate. Through there is
increment in penetration, but rate of increase is of more interest because it leads to rapid
atomization better fuel-air mixing.
3. Increase in Ambient Pressure gives rise to reduction in spray penetration though the
effect is little. The decrease in penetration is due to increase in aerodynamic forces and
turbulence with increased ambient density.
4. Nozzle diameter gives somewhat complicated results with penetration. The penetration
rate is higher in case of small nozzle diameter but the penetration reduces in after some
time due to increased break-up and loss in momentum
5. Higher injection pressure gives reduction in SMD. The relative increased relative
velocity between fuel particles and gas particle increases break-up due to drag,
turbulence, surface tension and viscous forces. Hence higher injection pressure is
inevitable in case of highly viscous liquids for better atomization.
6. High ambient pressure also accelerates the break-up process giving reduction in SMD.
7. The use of Bio-diesel blends alters the spray characteristic extensively. The Spray
penetration length increases due to momentum of highly dense molecules. The high
viscosity and density also increases the SMD value. Hence high injection pressure is
necessary in case of Bio-diesel fuels.
33
7 References
1. Wang, X., Huang, Z., Kuti, O. A., Zhang, W., Nishida, Keiya, Experimental and
analytical study on biodiesel and diesel spray characteristics under ultra-high injection
pressure, International Journal of Heat and Fluid Flow, 31 659-666, 2010. doi:
10.1016/j.ijheatfluidflow.2010.03.006.
2. Som, S., Aggarwal, S.K., Effects of primary breakup modeling on spray and
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