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Validation of a phenomenological model and investigations of effects of injection timing in four-stroke direct-injection diesel engine performance

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Abstract

One of the world’s efforts is to mitigate the greenhouse effect, and the increase in thermal efficiency is a way to reduce the CO2 emissions. Models of simulation of thermodynamic nature are useful to predict the performance of internal combustion engines. Once set up with operational characteristics, the simulation is relatively fast and does not need complex and expansive experimental apparatus to set the engine’s best parameters. The aim of this study is to build a phenomenological model to predict the performance of diesel engines, to evaluate its characteristics with experimental results, and propose thermal improvements by testing new operation parameters. In addition, this simulation model contains a blowby routine, unusual in thermodynamic models. First, a direct-injection diesel engine equipped with turbocharger and aftercooler was simulated under four operating test conditions: (1) max load and speed; (2) max speed and partial load; (3) max load and partial speed; (4) partial load and speed. The results show the experimental heat-release profile by the combustion is essential for the good agreement between the simulation and the experimental results, whose relative errors were −0.766, −0.148, −1.126, and 1.371% to the indicated shaft power for the Tests 1–4, respectively. In a second investigation, the engine simulation was made by varying the start of injection (SOI) of the Test (1). Advancing the SOI from 4.8° to 28° BTDC, the specific fuel consumption decreased 18.26%, and the indicated shaft power increased 22.37%. This article shows that a regular commercial diesel engine has a large field to improve the thermal performance, and the thermodynamic simulation fits well to support the decision of an engine project.

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Notes

  1. There is resistance of the squeezed oil only when the ring is settling on the piston-groove surface.

Abbreviations

A :

Total cylinder area, (m2)

A0:

Cylinder head area, (m2)

β :

Valve seat angle, (°)

CN:

Cetane number

D :

Piston diameter, valve inner seat diameter (m)

D v :

Head valve diameter, (m)

D s :

Stem valve diameter, (m)

E a :

Activation energy, (J/mol)

\(\epsilon\) :

Compression ratio

h :

Heat-tranfer coefficient, (m)

L :

Piston stroke, (m)

L v :

Valve lift, (m)

l :

Connecting rod length, (m)

m :

Mass, (kg)

N :

Crank velocity, (rpm)

n c :

Polytropic exponent of compression

p :

Pressure, (bar)

Q :

Heat, (J)

\(R_{0}\) :

Universal gas constant, (8.31434 J/mol)

r :

Crank radius, (m)

S :

Position, (m)

\(\theta\) :

Crank angle, (°)

T :

Temperature (K)

T w :

Surface temperature (K)

t id :

Ignition delay, (ms)

V :

Volume, (m3)

Vcc:

Combustion chamber volume, (m3)

U :

Internal energy, (J)

W :

Work, (J)

w :

Valve seat width, (m)

V :

Cylinder volume, (m3)

Vp :

Mean piston velocity, [m / s]

(A/F):

Air/fuel rate, (kg/kg)

CA:

Crank angle (°)

CI:

Compression-ignition engines

DI:

Direct injection

DOI:

Duration of Injection

IDI:

Indirect diesel injection

SOI:

Start of Injection

RPM:

Revolutions per minute

Sfc:

Specific fuel consumption (g/kW h)

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Authors and Affiliations

  1. Universidade Estadual de Campinas Faculdade de Engenharia Mecanica Campinas, São Paulo, Brazil

    Paulo Gustavo Krejci Nunes & Waldyr Luiz Ribeiro Gallo

Authors
  1. Paulo Gustavo Krejci Nunes
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  2. Waldyr Luiz Ribeiro Gallo
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Correspondence to Paulo Gustavo Krejci Nunes.

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Technical Editor: Fernando Marcelo Pereira.

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Nunes, P.G.K., Gallo, W.L.R. Validation of a phenomenological model and investigations of effects of injection timing in four-stroke direct-injection diesel engine performance. J Braz. Soc. Mech. Sci. Eng. 39, 3707–3719 (2017). https://doi.org/10.1007/s40430-017-0857-y

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  • DOI: https://doi.org/10.1007/s40430-017-0857-y

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