CFD Simulations of I.C. Engines: Combustion, Internal Flows, Integrated 1D - Multid Simulations

CFD Simulations of I.C.
Engines:
Combustion, Internal Flows,
integrated 1D-MultiD simulations
T. Lucchini, G. Montenegro, G. DErrico

Dipartimento di Energetica, Politecnico di Milano
http://www.engines.polimi.it
tommaso.lucchini@polimi.it
Topics
Research group
Research activities
Thermo-fluid dynamic modelling of IC engines
Example of applications/case studies:
1D-3D coupling
Steady-state flow-bench simulations
Mesh motion for in-cylinder simulations
Diesel Combustion
I.C. Engine Group
Dipartimento di Energetica
Teaching and research in the fields of:
Internal combustion engines;
Hydraulic/thermal Machines, energetic systems;
10 People
prof. Giancarlo Ferrari (full professor)
prof. Angelo Onorati (full professor)
Dr. Gianluca DErrico, Gianluca Montenegro (assistant professors)
Dr. Tarcisio Cerri, Tommaso Lucchini, Federico Piscaglia (post-
doc)
Msc. Daniele Ettorre, Andrea Montorfano, Marco Zanardi (post-
msc)
Thermo-fluid dynamic modeling of IC engines
Combustion
Air injection system
Silencers
Exhaust manifold Noise
Exhaust after-treatment system
Intake system Turbocharger 3way CC SCR

DPF DOC
deNOx trap
Integrated 1D-3D thermo-fluid dynamic modeling

of S.I. engines (gasoline, natural gas, hydrogen)
and C.I. engines (Diesel, HCCI).
MODELING OF IC ENGINE ?
Apply the state of art of numerical and

physical models to study, develop and optimize
new engine configurations;
Improve the existing models and create new

ones;
In-house code development and application

NUMERICAL CODES
1) GASDYN (1D)
Simulation of wave motion and chemical species
transport, with reactions in the gas and solid phase
along the exhaust ducts. Integrated modeling of the main
after-treatment devices: 3W catalyst, DPF, DOC, SCR,
deNOx trap, secondary air injection, etc..
2) OpenFOAM (CFD)
Application, development, customization for I.C. engine
simulation;
Why OpenFOAM
Open-source, freely available CFD Toolbox, licensed under the
GNU General Public Licence
Written in a highly efficient C++ object-oriented programming

language.
Easy customisation, extensions and modifications by the

user.
Finite volume numerics to solve systems of partial differential

equations
3D unstructured mesh of polyhedral cells support.
Domain decomposition parallelism is fundamental and integrated

at a low level so that solvers can generally be developed without the
need for any parallel-specific coding.
Why OpenFOAM
OpenFOAM includes a wide range of solvers, model libraries,
meshing and post-processing tools to make it attractive as
research platform for fundamental studies
SOLVERS PRE-POST PROCESSING
Incompressible flows Mesh generation

Compressible flows Mesh converters (KIVA,
Multiphase flows STAR-CD, GAMBIT, CFX)
DNS and LES Mesh manipulation
Combustion paraFoam post-processor
Heat transfer
Solid dynamics
MODEL LIBRARIES OTHER FEATURES
Turbulence Linear system solvers

Large-eddy simulation ODE system solvers
Transport models Parallel computing
Thermophysical Mesh motion
Lagrangian particle Topological changes
tracking Fluid-structure interactions
Chemical kinetics Numerical methods
Why OpenFOAM
C++ object-oriented;
New models easily developed and tested in isolation;
Represents PDE systems in their natural language:
Ytf
+ ( UYtf ) + ( T Ytf ) = 0
t
solve
(
fvm::ddt(rho, Ytf)
+ fvm::div(phi, Ytf)
+ fvm::laplacian(mut, Ytf)
);
Case studies
1D-3D coupling;
Steady-state, flow bench simulations;
Mesh motion for in-cylinder simulations;
Diesel spray combustion;

Case studies
1D-3D coupling;

1D-3D Coupling
GASDYNFoam
Direct coupling of the Gasdyn and OpenFOAM code for
integrated 1D-3D simulations;
Fully integrated 1D/3D approach:

Complete access to the source of both codes;
Implementation of the same solver in the calculation tools;
Flexible approach for the treatment of the domain
interface;
Strict coupling: 1D and MultiD codes exchange boundary

conditions at each time step
Commercial codes do not allow to access all the variables,

solver routines ...
1D-3D Coupling
GOVERNING EQUATIONS
Euler Equation (gas viscosity neglected)

( )
r
+ U = 0
t
r
U
( )
r r r
+ U U = pI
t
e0
( ) ( )
r r
+ Ue0 = pU
t
Inviscid flow approximation widely used in 1D codes
Air and exhaust gas velocities low
Same 2nd order HLLC numerical method for both domains
1D-3D Coupling
COUPLING STRATEGY
Information is passed back and forth

between the two codes at each time-
step
The Riemann problem is solved

locally for each face constituting the
domain interface
Allows to treat flow non-uniformities

coming from the 3D domain
1D-3D Coupling: application
LAMBORGHINI GALLARDO V10 ENGINE
Engine V10 N.A.

Displacement 4960 cm3
Compression ratio 10.8
Valves 4 per cyl.
LAMBORGHINI V10 ENGINE: RESULTS, 6000 rpm
LAMBORGHINI V10 ENGINE
Volumetric Efficiency
Detailed validation in the SAE Paper 2007-01-0495

Back flows from the junction to the incoming pipe with non uniform
flow distribution;
Strong velocity wave coming from the cylinder and passing through
the junction with minor reflections;
1D-3D coupling;

Steady-state, flow-bench simulations
SEATEK PLUS CYLINDER HEAD
Valve diameter = 35.5 mm

CARTESIAN MESH-GENERATOR
ADVANTAGES
Fast and automatic grid generation from STL file;
Possibility to model the boundary layer;
DISADVANTAGES
Sharp edges can be smoothed;
External surface obtained as an extrusion of the
internal cell faces;
High cell number required to correctly reproduce the
geometry;
SURFACE MESH OF THE CYLINDER HEAD
900000 cells, max cell size 3 mm

INLET
Total pressure = 0.978 bar
Temperature = 303 K
k = 1 m2/s2
= 90 m2/s3
OUTLET
Static pressure = 0.954 bar, ouflow
COMPUTED FLOW FIELD
Useful information provided for the ports design: flow distribution,

swirl, velocity and pressure fields.
FLOW COEFFICIENT VALIDATION
Overestimation due to the adopted turbulence model.

1D-3D coupling;

COMPLEX GEOMETRY
Unstructured grids;
Moving piston and valves, ports;
High mesh quality required;
MESH MOTION REQUIRED

Pre-processing mesh tools for mesh motion;
Significant manual work required;
Mesh motion is not solution-dependent;
PROPOSED APPROACHES
MUMMI
Multiple mesh motion and mesh-to-mesh interpolation;
Reliable, widely adopted;
Requires different meshes to cover the simulation;
Automatic mesh motion;
FAMA
Fully automatic mesh adaptation;
One mesh covers the whole simulation;
Mesh motion combined with topological changes to
keep the mesh quality high;
POLYHEDRAL VERTEX-BASED MOTION SOLVER
1) MOTION EQUATION
( u ) = 0
2) NEW POINT POSITION
x new = x old + ut
Laplace equation of motion solved on a finite-element tetrahedral
decomposition of the mesh.
Mesh quality controlled even in presence of extreme boundary
deformations
TOPOLOGICAL CHANGES
Dynamic mesh layering Attach/detach boundary
Sliding interface
ALGORITHM
At each time step:
1) Sliding interfaces detached
2) Layers added or removed
3) Points motion
4) Sliding interfaces re-attached
MITSUBISHI-IFP ENGINE (MUMMI APPROACH)
Bore 81 mm
Stroke 89 mm
Con. rod length 133.5 mm
IVO 0 CA
IVC 211 CA
Fully tetrahedral mesh generated with the NETGEN

software from the STL file.
MITSUBISHI-IFP ENGINE
High mesh quality because of tetrahedral Delauneization;

The whole intake stroke is divided into a series of target meshes:
Piston Piston Valve

Valve lift
position position at lift at
Start End Cells at start
at start end end
[mm]
[mm] [mm] [mm]
Mesh 1 0 20 123082 89 85.4 0 1.98
Mesh 2 20 45 101216 85.4 72.2 1.98 5.15
Mesh 3 45 75 129108 72.2 48.9 5.15 7.69
Mesh 4 75 120 154970 48.9 16.6 7.69 8.48
Mesh 5 120 150 180797 16.6 4.1 8.48 6.71
Mesh 6 150 170 186766 4.1 0.5 6.71 4.78
Mesh 7 170 185 163129 0.5 0.1 4.78 2.78
Mesh 8 185 200 180350 0.1 1.8 2.78 0.9

Mesh motion from 0 to 20 CA 123000 tet cells (Mesh 1)
MITSUBISHI-IFP ENGINE, MESH 2, INTAKE STROKE
Turbulent kinetic Temperature Velocity field
energy
energy
energy
MITSUBISHI-IFP ENGINE, INTAKE STROKE
The computed flow field reflects experimental

observations
Tumble generation;
Turbulence intensity distribution;
Simulation of a real operating condition

Unsteady pressure and temperature at the inlet boundary;
Direct-injection of the fuel;
Combustion;
SCAVENGING IN A TWO-STROKE ENGINE (FAMA)
COMBINED USE OF MULTIPLE
TOPOLOGICAL CHANGES
1) PISTON MOTION
dynamic layering
deformation
2) PORTS-CYLINDER CONNECTION
sliding-interface
ENGINE GEOMETRY COMPUTATIONAL MESH
Bore 66.5 mm
Stroke 57 mm
Comp. Ratio 10.8
Speed 2500 rpm
Boost pressure 1.05 bar
PHYSICAL MODELS AND

BOUNDARY CONDITIONS
k- turbulence model;
Axial-symmetric
No slip at walls;
Total pressure at intake; No. of cells at BDC 25000
Fixed temperature at walls; No. of cells at TDC 8000
Evolution of in-cylinder EGR and flow field
Validation published in the SAE 2007-01-0170 Paper

1D-3D coupling;

Diesel spray combustion
OBJECTIVES
Achievement of detailed and reliable Diesel combustion
models to develop a CFD tool for diagnostic and predictive
purposes;
HOW DIFFERENT MODELS CAN BE TESTED AND COMPARED?
To be implemented into the same CFD code;
The code has to be opensource to allow collaborative studies

regarding both the model implementation and validation;
Modified Eddy Dissipation Model (EDM+ID) compared with

the Perfectly Stirred Reactor combustion model (PSR);
SPRAY MODELING
Spray is composed by a series of parcels, evolving according to
the mass, momentum and energy exchange with the continuous
phase (Lagrangian)
Spray sub-models describe injection, atomization, primary and
secondary breakup, collision, heat transfer, .
OpenFOAM has a robust and efficient

parallel lagrangian particle tracking
algorithm;
Lagrangian spray parallelized;
OpenFOAM is widely used for Lagrangian

spray simulation. It contains most of the
available Lagrangian spray sub-models;
MODIFIED EDDY DISSIPATION MODEL
Only three chemical species (fuel, oxidant and products)

Reaction rate:
& F = (1 ) & F , ign + & F ,mix
Integral function YI to estimate the ignition delay;
Ignition delays tabulated as a function of equivalence ratio,

pressure, temperature, EGR
Eddy dissipation model for mixing controlled combustion:
YO YP
& F ,MIX = Cmag min YF , ,
k s 1 + s
Fast and reliable model;

PERFECTLY STIRRED REACTOR MODEL
Requires complex kinetics and as many transport equations
as the number of the species involved;
Perfect mixing assumed in each computational cell;
The reaction rate for each specie (RRi) is computed from the
stiff integration of the chemical problem in each computational
cell;
ISAT
In-situ adaptive tabulation to reduce the computational time:
RRi
RRi ( ) = RRi ( 0 ) + ( 0 )

VALIDATION
SANDIA COMBUSTION CHAMBER DATABASE
http://www.ca.sandia.gov/ecn
Establish an internet library of well-

documented experiments that are appropriate
for model validation;
Provide a framework for collaborative
comparisons of measured and computed results
Case 1 2 3 4
Ambient density [kg/m3] 14.8 14.8 14.8 14.8
O2 volume fraction [%] 21 15 10 21
Ambient temperature [K] 1000 1000 1000 1300
Injected Fuel Mass [mg] 47.5 47.5 47.5 47.5
COMPUTATIONAL GRID
A quarter of the real geometry

1 mm cells close to spray axis
The grid is coarsened away from
it (2 mm, 4 mm)
Grid refined where it is useful
90000 cells
Real engine simulations require
less cells
Wall temperature imposed to
reproduce the experimental cool-
down
lift-off
EDM
PSR lift-off
T = 1000 K, O2 = 21%
T = 1000 K, O2 = 15%
T = 1000 K, O2 = 10%
T = 1300 K, O2 = 10%
Flame lift-off comparison

The complete study will be presented at the SAE World

Congress, Detroit, April 2008. It will include validation with
optical images;
The ignition treatment of the EDM model requires

improvements (tabulated double delay, tabulated reaction
rates);
The PSR model correctly reproduce combustion when it is

mainly controlled by the ignition delay;
Future developments: subgrid-turbulence chemistry

interaction (PaSR), Flamelet models (RIF, CMC.);
Conclusions
OpenFOAM for I.C. Engine simulation

Fundamental studies
Diesel combustion
Industrial toolkit
1D-3D;
Mesh motion;
Steady-state flow bench;
Open-source promotes collaborative studies
Acknowledgments
dr. Gianluca DErrico, dr. Gianluca Montenegro, ing. Daniele

Ettorre, ing. Marco Zanardi
dr. Hrvoje Jasak, dr. Zjelko Tukovic
dr. Gianmarco Bianchi
Seatek SPA, MV Agusta SPA, Lamborghini Automobili SPA
IFP (Institut Francais de Petrole)

Bibliography
G. DErrico,
Errico, D. Ettorre,
Ettorre, and T. Lucchini: "Simplified
"Simplified and Detailed Chemistry Modeling of
Constant-
Constant-Volume Diesel Combustion Experiments"
Experiments" (to be published)
T. Lucchini, G. DErrico,
Errico, H. Jasak,
Jasak, Z. Tukovic:
Tukovic: "Automatic
"Automatic Mesh Motion with Topological
Changes for Engine Simulation",
Simulation", SAE Paper 2007-
2007-01-
01-0170
G. Montenegro, A. Onorati,
Onorati, F. Piscaglia,
Piscaglia, G. DErrico:
Errico: "Integrated
"Integrated 1D-
1D-MultiD Fluid Dynamic
Models for the Simulation of I.C.E. Intake and Exhaust Systems",
Systems", SAE Paper 2007-
2007-01-
01-0495
G. DErrico,
Errico, D. Ettorre,
Ettorre, T. Lucchini: "Comparison
"Comparison of Combustion and Pollutant Emission
Models for DI Diesel Engines",
Engines", SAE Paper 2007-
2007-24-
24-0045
A. Onorati,
Onorati, G. Montenegro, G. DErrico:"Prediction
Errico:"Prediction of the Attenuation Characteristics of I.C.
Engine Silencers by 1-
1-D and Multi-
Multi-D Simulation Models",
Models", SAE Paper 2006-
2006-01-
01-1541
G. DErrico,
Errico, T. Cerri,
Cerri, T. Lucchini: "Development
"Development and Application of S.I. Combustion Models
for Emissions Prediction",
Prediction", SAE Paper 2006-
2006-01-
01-1108
T. Lucchini, G. DErrico,
Errico, and N. Nordin:
Nordin: "CFD
"CFD Modeling of Gasoline Sprays",
Sprays", SAE Paper
2005-
2005-24-
24-86
THANKS FOR THE ATTENTION!
Dr. Tommaso Lucchini

Politecnico di Milano
Dipartimento di Energetica
tommaso.lucchini@polimi.it
www.engines.polimi.it

( )
r
+ U = 0
t
r
U
( )
r r r
+ U U = pI
t
e0
( ) ( )
r r
+ Ue0 = pU
t

CFD Simulations of I.C. Engines: Combustion, Internal Flows, Integrated 1D - Multid Simulations

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Drepturi de autor:

Formate disponibile

CFD Simulations of I.C.

T. Lucchini, G. Montenegro, G. DErrico

Exhaust after-treatment system

Intake system Turbocharger 3way CC SCR

Integrated 1D-3D thermo-fluid dynamic modeling

Apply the state of art of numerical and

Improve the existing models and create new

In-house code development and application

Written in a highly efficient C++ object-oriented programming

Easy customisation, extensions and modifications by the

Finite volume numerics to solve systems of partial differential

3D unstructured mesh of polyhedral cells support.

Domain decomposition parallelism is fundamental and integrated

SOLVERS PRE-POST PROCESSING

Incompressible flows Mesh generation

MODEL LIBRARIES OTHER FEATURES

Turbulence Linear system solvers

Steady-state, flow bench simulations;

Mesh motion for in-cylinder simulations;

Diesel spray combustion;

Steady-state, flow bench simulations;

Mesh motion for in-cylinder simulations;

Diesel spray combustion;

Fully integrated 1D/3D approach:

Strict coupling: 1D and MultiD codes exchange boundary

Commercial codes do not allow to access all the variables,

Information is passed back and forth

The Riemann problem is solved

Allows to treat flow non-uniformities

Engine V10 N.A.

Detailed validation in the SAE Paper 2007-01-0495

Steady-state, flow bench simulations;

Mesh motion for in-cylinder simulations;

Diesel spray combustion;

Valve diameter = 35.5 mm

900000 cells, max cell size 3 mm

Useful information provided for the ports design: flow distribution,

Overestimation due to the adopted turbulence model.

Steady-state, flow bench simulations;

Mesh motion for in-cylinder simulations;

Diesel spray combustion;

MESH MOTION REQUIRED

2) NEW POINT POSITION

Fully tetrahedral mesh generated with the NETGEN

High mesh quality because of tetrahedral Delauneization;

Piston Piston Valve

Mesh 2 20 45 101216 85.4 72.2 1.98 5.15

Mesh 3 45 75 129108 72.2 48.9 5.15 7.69

Mesh 4 75 120 154970 48.9 16.6 7.69 8.48

Mesh 5 120 150 180797 16.6 4.1 8.48 6.71

Mesh 6 150 170 186766 4.1 0.5 6.71 4.78

Mesh 7 170 185 163129 0.5 0.1 4.78 2.78

Mesh 8 185 200 180350 0.1 1.8 2.78 0.9

The computed flow field reflects experimental

Simulation of a real operating condition

PHYSICAL MODELS AND

Validation published in the SAE 2007-01-0170 Paper

Steady-state, flow bench simulations;

Mesh motion for in-cylinder simulations;

Diesel spray combustion;

HOW DIFFERENT MODELS CAN BE TESTED AND COMPARED?

To be implemented into the same CFD code;

The code has to be opensource to allow collaborative studies