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SAE TECHNICAL
PAPER SERIES 962058
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ISSN 0148-7191
Copyright 1996 Society of Automotive Engineers, Inc.
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962058
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In the above mentioned in-cylinder pollutant reduction single injector DI diesel engines, fuel distribution and
measures, attention has been mainly focused on relatively mixing are restricted by the spray penetration and the
minor design modifications to existing diesel engine strength of the in-cylinder gas swirl motions. By adopting a
concepts. However, it is not clear how engine power multiple injector design, there is more flexibility in
density and NOx and soot formation mechanisms would controlling the fuel-air mixing process, and the swirling air
be influenced by radical changes to the geometric shape motion can also be enhanced by the momentum
of combustion chambers, or to parameters such as the exchange between the sprays and the gas.
number of injectors, the nozzle locations, and the spacing
Other mechanisms which might play important roles in
and orientations of injectors if multiple injectors are used.
diesel engine emission reduction also should be noted.
It is of great practical interest to explore methods to
With the MICS concept, a fuel spray can be injected into
investigate the effects of new design factors on diesel
the core region of another spray resulting spray/spray
engine combustion and emissions. Experimentally
impingement which might enhance atomization processes
achieving this goal would be very time-consuming and
in the core region [5]. In addition, theoretical and
costly; computational models offer a more cost-effective
experimental investigations have shown that properly
alternative.
injecting fuel into combustion-generated high temperature
After many improved submodels were implemented in zones suppresses soot formation [2,3]. With MICS, it is
the KIVA-II code, the code has been verified against relatively easy to realize control of spray/spray interaction.
numerous experimental investigations over a range of This makes the concept useful in a basic study of the
engine operating conditions [3,4]. Successes suggest that factors that influence engine performance and emissions.
it may now be reasonable to use CFD models for
To isolate other factors and focus on combustion
exploring new design concepts and for understanding the
chamber geometry, spray/swirl interaction and spray/
physical and chemical phenomena within diesel engine
spray impingement, four combustion system geometries
combustion chambers. Therefore, the first objective of the
are considered in this investigation. All have the same
present work was to apply the models to explore the
compression ratio (15.1:1) and the same displacement
performance of new design concepts.
volume (2.4L). The combustion chambers are variants
As an example, a radically new concept here called a based on the Caterpillar 3406 heavy-duty truck diesel
Multiple Injector Combustion System (MICS) was chosen engine geometry (see Table 1). The combustion chamber
for investigation since this concept represents a means of of a single cylinder of the Caterpillar 3401 DI diesel
significantly enhancing fuel-air-mixing, and it is of interest engine, shown in Fig. 1a, has a Mexican hat piston bowl
to assess the potential for simultaneous NOx and with a cusp and a six-hole injector located at the center of
particulate reduction as a limiting (albeit difficult to the bowl. The second combustion chamber design has
implement in practice) concept. Special interest is placed the in-piston bowl without cusp, and a six-hole injector at
on the effects of interaction between sprays and the gas the center, as shown in Fig. 1b. The multiple injector
phase swirling motion, and spray/spray impingement on combustion system (MICS), shown in Fig. 1c, has six
diesel engine combustion and emissions. The second single hole injectors equally spaced around the edge of
objective of the present work was to explore the effect of piston bowl. Fuel is injected tangentially or with an angle θ
injection rate history on diesel emissions by using split in order to enhance the swirling motion of gas phase, as
injections to allow comparison with the multiple injector shown in Fig. 2. Two cases were considered; first where θ
concept. This comparison is of interest since prior studies was the same for all six injectors (Fig. 2b) and second
have already demonstrated the very beneficial effects of where the spray were staggered and oriented as shown in
split injections on diesel engine performance [1,2,3]. Fig 2c. The last configuration, shown in Fig. 1d, has a
bowl which is identical to the Caterpillar 3401 but with the
It should be noted that the purpose of this present
same injection configuration used in MICS. Figure 2
study is to explore the potential emissions reduction
shows the top-view schematic of the considered
capabilities of various engine concepts. Issues related to
combustion chambers. Swirl is defined to be positive if air
the feasibility or practicality of design concepts are more
rotates clockwise, negative if counterclockwise. The angle
appropriately discussed once the underlying physical
θ represents the rotation angle of the injector in the x-y
processes are understood and promising engine design
plane, measured counterclockwise from the straight line
concepts have been identified.
OA. The other engine specifications used in the
computations are given in Table 1.
DESCRIPTION OF THE MODELED
COMBUSTION SYSTEM COMPUTATIONAL TECHNIQUE AND MODEL
It is well known that the fuel spray and interaction of DESCRIPTION
the spray and the combustion chamber walls are key
The program used in the current study is the KIVA-II
factors in controlling fuel distribution, fuel-air mixing, and
code [6] originally developed by the Los Alamos National
subsequent combustion. A multihole, single injector
Laboratory. This multi-dimensional code has as its primary
combustion system is a traditional design concept, and it
application the investigation of complex
is applied in almost all heavy-duty-sized diesel engines. In
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Figure 7. Comparison of heat release histories for Figure 10. Comparison of in-cylinder soot formation,
baseline central injection and MICS-1 combustion soot oxidation, and net soot production histories for
systems. baseline 3401-1 central injection and MICS-1
combustion systems.
EFFECT OF SWIRL - In addition, the swirling motion
of the gas phase plays an important role in the mixing
processes between the fuel and air, and between partially
oxidized products (soot, CO, etc.) and air.
Swirl effects on spray atomization and dispersion can
be described from two points of view. In centrally mounted
injector cases, the swirling motion drags fuel vapor and
small droplets away from the spray centerline to the
downstream volume between two adjacent sprays. Thus,
fuel is distributed non-homogeneously within the
combustion chamber. Another effect is centrifugal-force-
induced-stratification. When there exists a high swirling
motion, liquid fuel and fuel vapor (with a higher density
than the ambient gases) in the core region of the sprays
Figure 8. Comparison of pressure histories for tend to move from the inner region to the outer region
baseline central injection and MICS-1 combustion where fresh air is available. In contrast, the hot (low
systems. density) combustion products move towards the inner
region. Thus, it is expected that the induced secondary
mixing due to the swirl motion might enhance soot
oxidation.
Figure 13 reports the effect of sprays on the in-cylinder
gas swirl number. For all cases, the initial swirl number at
intake valve closure is assumed to be 1.0. The in-cylinder
swirl number is calculated by summing mass-weighted
angular velocities over all computational cells, i.e.,
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Figure 11 Spray (black color) and soot iso-surface (9e-7 g/cm3) (gray color) predictions for the MICS-1 and 3401-1
cases at 5, 15, and 50 degrees ATDC (Spray parcel size shows the amount of fuel in each parcel).
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In order to increase the power generated during each 3. Han, Z., Uludogan, A., Hampson, G., and Reitz, R. D.,
cycle the effect of increasing the amount of fuel injected “Mechanism of Soot and NOx Emission Reduction Using
was studied. The predictions show that MICS has much Multiple-injection in a Diesel Engine,” SAE Paper 960633,
less NOx but somewhat higher soot production. The 1996.
decreased NOx is due to the lower peak temperature
resulting from the better air/fuel mixing. However, with the 4. Reitz, R. D., and Rutland, C. J., “Development and
MICS-2 injector configuration, the spray is directed more Testing of Diesel Engine CFD Models,” Prog. Energy
toward the edge of the piston bowl. Thus, injecting more Combust. Sci. Vol. 21, pp. 173-196, 1995.
fuel increases the extent of the fuel rich regions and
hence the soot formation is increased. In order to reduce 5. Sinko, K.M., Shih, S., and Chehroudi, B., “Emission
the fuel rich regions created by the high swirl motion, a Characteristics of a Dual-injector Diesel Fuel Injection
different injector configuration (MICS-3) was chosen and System”, SAE Paper 960839, 1996.
much lower soot and NOx were predicted with this
multiple injector system. This shows that the engine spray
6. Amsden, A. A., O’Rourke, P. J., and Butler, T. D.,
geometry conditions affect the emissions and the MICS
“KIVA-II -A Computer Program for Chemically Reactive
system provides different injector configurations that can Flows with Sprays,” Los Alamos National Laboratory,,
reduce soot and NOx productions significantly. LA-11560-MS, 1989.
The effect of split injection on emissions was also
studied. A considerable difference in the emissions trends 7. Kong, S. C., and Reitz, R. D., “Multidimensional
is seen with the use of split injection for the 3401-1 and Modeling of Diesel Ignition and Combustion Using a
MICS-1 systems. Soot is reduced considerably with split Multistep kinetics Model,” Journal of Engineering for Gas
injection in the 3401-1 engine, as also seen in previous Turbine and Power, Vol. 115, pp. 781-789, 1993.
experimental and modeling studies. NOx is reduced by
the use of split injection in the MICS-1 system due to the 8. Xin, J., Montgomery, D. T., Han, Z., and Reitz, R. D.,
lower in-cylinder temperature caused by the well mixed “Computer Modeling of the Six-Mode Emissions Test
air/fuel mixture early in the combustion. Soot on the other Cycle of a DI Diesel Engine,” submitted to Journal of
hand, is increased with the use of split injection in the Engineering for Gas Turbine and Power, 1996.
MICS-1 system. The reduction of the net soot formed
seen in the 3401-1 engine was not seen in the MICS-1
9. Reitz, R. D., “Modeling Atomization Processes in
system because the location of the soot formation regions High-Pressure Vaporizing Sprays,” Atomization and Spray
(which was a main reason for the soot reduction in the Technology, Vol. 3, pp.309, 1987.
3401-1 system) is not changed in the MICS-1 system.
The potential for the use of multiple injectors to 10. Abraham, J., Bracco, F. V., and Reitz, R. D.,
increase engine power density and to significantly reduce “Comparisons of Computed and Measured Premixed
particulate and NOx emissions in DI diesel engines is Charge Engine Combustion,” Combustion and Flame,
revealed. This work demonstrates that multidimensional Vol. 60, pp. 309-322, 1985.
modeling can now be used to gain insight into the
combustion process and to provide direction for exploring 11. Reitz, R. D., and Bracco, F. V., “Global Kinetics
new engine concepts. Models and Lack of Thermodynamics,” Combustion and
Flame, Vol. 53, pp.141-143, 1983.
ACKNOWLEDGMENTS
This work has been supported at the University of 12. Halstead, M. P., Kirsch, L. J., and Quinn, C. P., “The
Wisconsin-Madison by the Army Research Office under Autoignition of Hydrocarbon Fuels at High Temperatures
Grant NO. DAAH04-94-G-0328, and by Caterpillar, Inc. and Pressures - Fitting of a Mathematical Model,”
and DOE/NASA-Lewis. Combustion and Flame, Vol. 30, pp.45-60, 1977.
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