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Research Papers: Fuel Combustion

Application of a Phenomenological Model for the Engine-Out Emissions of Unburned Hydrocarbons in Driving Cycles

[+] Author and Article Information
Manuel Dorsch

Powertrain Development,
BMW Group,
Munich 80788, Germany
e-mail: manuel.dorsch@bmw.de

Jens Neumann

Powertrain Development,
BMW Group,
Munich 80788, Germany
e-mail: jens.je.neumann@bmw.de

Christian Hasse

Professor
Chair of Numerical Thermo-Fluid Dynamics
Department of Energy Process Engineering and Chemical Engineering,
Technische Universität Bergakademie Freiberg,
Freiberg 09599, Germany
e-mail: christian.hasse@iec.tu-freiberg.de

1Corresponding author.

Contributed by the Internal Combustion Engine Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received June 12, 2015; final manuscript received September 5, 2015; published online October 15, 2015. Assoc. Editor: Avinash Kumar Agarwal.

J. Energy Resour. Technol 138(2), 022201 (Oct 15, 2015) (10 pages) Paper No: JERT-15-1211; doi: 10.1115/1.4031674 History: Received June 12, 2015; Revised September 05, 2015

In this work, the application of a phenomenological model to determine engine-out hydrocarbon (HC) emissions in driving cycles is presented. The calculation is coupled to a physical-based simulation environment consisting of interacting submodels of engine, vehicle, and engine control. As a novelty, this virtual calibration methodology can be applied to optimize the energy conversion inside a spark-ignited (SI) internal combustion engine at transient operation. Using detailed information about the combustion process, the main origins and formation mechanisms of unburned HCs like piston crevice, oil layer, and wall quenching are considered in the prediction, as well as the in-cylinder postoxidation. Several parameterization approaches, especially, of the oil layer mechanism are discussed. After calibrating the emission model to a steady-state engine map, the transient results are validated successfully against measurements of various driving cycles based on different calibration strategies of engine operation.

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Figures

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Fig. 1

Possible formation mechanisms of engine-out HC emissions referred to Refs.[812]

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Fig. 2

Schematic illustration of the fuel vapor concentration in the different phases according to Refs. [17,18]

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Fig. 3

Schematic illustration of the coupled simulation environment

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Fig. 4

Comparison of different diffusion coefficients of fuel into oil

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Fig. 5

Oil film thickness versus engine speed at several liner temperatures

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Fig. 6

Comparison of different Henry coefficients for various fuel/oil combinations

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Fig. 7

Schematic illustration of cut surfaces at different positions of the flame front

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Fig. 8

Relative proportion of the HC sources and the postoxidation to the total amount of formation compared to the measured value (100%) at defined engine speed and load (BMEP)

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Fig. 9

Comparison of HC emissions between simulation and measurement at steady-state engine operation referred to 2000 min−1 and 4.5 bar BMEP

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Fig. 10

Results of HC engine-out emission in the NEDC started with a warmed-up engine

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Fig. 11

Results of HC engine-out emission in the NEDC started with a cold engine

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Fig. 12

Results of HC engine-out emission in the NEDC warmed-up started and constant fuel rich mixture

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