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Research Papers: Fuel Combustion

Prediction of Cyclic Variability and Knock-Limited Spark Advance in a Spark-Ignition Engine

[+] Author and Article Information
Zongyu Yue

Energy Systems Division,
Argonne National Laboratory,
9700 South Cass Avenue,
Lemont, IL 60439
e-mail: zyue@anl.gov

K. Dean Edwards

Energy and Transportation Science Division,
Oak Ridge National Laboratory,
2360 Cherahala Boulevard,
Knoxville, TN 37932
e-mail: edwardskd@ornl.gov

C. Scott Sluders

Energy and Transportation Science Division,
Oak Ridge National Laboratory,
2360 Cherahala Boulevard,
Knoxville, TN 37932
e-mail: sluders@ornl.gov

Sibendu Som

Energy Systems Division,
Argonne National Laboratory,
9700 South Cass Avenue,
Lemont, IL 60439
e-mail: ssom@anl.gov

1Corresponding author.

Contributed by the Internal Combustion Engine Division of ASME for publication in the Journal of Energy Resources Technology. Manuscript received March 20, 2019; final manuscript received March 29, 2019; published online April 18, 2019. Assoc. Editor: Hameed Metghalchi. The United States Government retains, and by accepting the article for publication, the publisher acknowledges that the United States Government retains, a nonexclusive, paid-up, irrevocable, worldwide license to publish or reproduce the published form of this work, or allow others to do so, for United States government purposes.

J. Energy Resour. Technol 141(10), 102201 (Apr 18, 2019) (8 pages) Paper No: JERT-19-1168; doi: 10.1115/1.4043393 History: Received March 20, 2019; Accepted March 29, 2019

Engine knock remains one of the major barriers to further improve the thermal efficiency of spark-ignition (SI) engines. SI engine is usually operated at knock-limited spark advance (KLSA) to achieve possibly maximum efficiency with given engine hardware and fuel properties. Co-optimization of fuels and engines is promising to improve engine efficiency, and predictive computational fluid dynamics (CFD) models can be used to facilitate this process. However, cyclic variability of SI engine demands that multicycle results are required to capture the extreme conditions. In addition, Mach Courant–Friedrichs–Lewy (CFL) number of 1 is desired to accurately predict the knock intensity (KI), resulting in unaffordable computational cost. In this study, a new approach to numerically predict KLSA using large Mach CFL of 50 with ten consecutive cycle simulation is proposed. This approach is validated against the experimental data for a boosted SI engine at multiple loads and spark timings with good agreements in terms of cylinder pressure, combustion phasing, and cyclic variation. Engine knock is predicted with early spark timing, indicated by significant pressure oscillation and end-gas heat release. Maximum amplitude of pressure oscillation analysis is performed to quantify the KI, and the slope change point in KI extrema is used to indicate the KLSA accurately. Using a smaller Mach CFL number of 5 also results in the same conclusions, thus demonstrating that this approach is insensitive to the Mach CFL number. The use of large Mach CFL number allows us to achieve fast turn-around time for multicycle engine CFD simulations.

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Figures

Grahic Jump Location
Fig. 1

Engine geometry used for simulations

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Fig. 2

Measured and predicted pressure traces. Circles are the peak pressure points for 300-cycle experimental measurements. Thin lines are 3rd to 10th cycles CFD predictions. Thick lines are experiment mean and CFD mean results. (a) 11.5 bar IMEP, SI = −10.18° aTDC, (b) 11.5 bar IMEP, SI = −13.47° aTDC, (c) 11.5 bar IMEP, SI = −14.23° aTDC, (d) 11.5 bar IMEP, SI = −15.21° aTDC, and (e) 7.5 bar IMEP, SI = −23° aTDC.

Grahic Jump Location
Fig. 3

CA10 and CA50 as function of spark timing for 11.5 bar IMEP condition. Closed symbol lines represent the experimental data, and open symbol lines represent CFD predictions.

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Fig. 4

Peak pressures at 11.5 bar IMEP condition. Each line represents a spark timing as indicated by the legend.

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Fig. 5

Span of peak pressure variation for 11.5 bar IMEP condition

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Fig. 6

Visualization of in-cylinder process for a knocking case (eighth cycle, 11.5 bar IMEP and −16.2° aTDC spark timing). Top row: the surface in the center is the isosurface of G = 0; the surface along the liner is the isosurface of 2000 K in the unburnt end-gas. Bottom row: clip plane close to the cylinder head, colored by the difference between local pressure and global mean pressure.

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Fig. 7

Monitor point location and a radar chart of PDF for maximum pressure oscillation location

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Fig. 8

Simulation results of (a) maximum pressure oscillation and (b) end-gas heat release rate for three cases at 11.5 bar IMEP condition with varying Mach CFLs and spark timings

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Fig. 9

Calculated convective CFL (CFLU) and Mach CFL (CFLMach) from CFD simulation

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Fig. 10

KI versus peak pressure for 11.5 bar IMEP condition. Dots represent each cycle result. The line is a quadratic regression fitting curve.

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Fig. 11

KI as function of spark timing for (a) 11.5 bar IMEP and (b) 7.5 bar IMEP conditions. Dots represent KI at each cycle. Circle line is the KI extrema and square line is the KI of sixth cycle using Mach CFL of 50. Triangle line is the prediction using Mach CFL of 5, divided by a factor of 2.

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