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At least 451 records · Page 25

All sources NASA NTRS DOE OSTI

DOE OSTI2016

Evolution and current understanding of physicochemical characterization of particulate matter from reactivity controlled compression ignition combustion on a multicylinder light-duty engine

Low-temperature compression ignition combustion can result in nearly smokeless combustion, as indicated by a smoke meter or other forms of soot measurement that rely on absorbance due to elemental carbon content. Highly premixed low-temperature combustion modes do not form particulate matter in the traditional pathways seen with conventional diesel combustion. Previous research into reactivity controlled compression ignition particulate matter has shown, despite a near zero smoke number, significant mass can be collected on filter media used for particulate matter certification measurement. In addition, particulate matter size distributions reveal that a fraction of the particles survive heated double-dilution conditions. This paper summarizes research completed at Oak Ridge National Laboratory to date on characterizing the nature, chemistry and aftertreatment considerations of reactivity controlled compression ignition particulate matter and presents new research highlighting the importance of injection strategy and fuel composition on reactivity controlled compression ignition particulate matter formation. Particle size measurements and the transmission electron microscopy results do show the presence of soot particles; however, the elemental carbon fraction was, in many cases, within the uncertainty of the thermal–optical measurement. Particulate matter emitted during reactivity controlled compression ignition operation was also collected with a novel sampling technique and analyzed by thermal desorption or pyrolysis gas chromatography mass spectroscopy. Particulate matter speciation results indicated that the high boiling range of diesel hydrocarbons was likely responsible for the particulate matter mass captured on the filter media. Finally, to investigate potential fuel chemistry effects, either ethanol or biodiesel were incorporated to assess whether oxygenated fuels may enhance particle emission reduction.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2017

Examining the role of flame topologies and in-cylinder flow fields on cyclic variability in spark-ignited engines using large-eddy simulation

In this work we have studied cycle-to-cycle variation (CCV) in a spark-ignited (SI) engine using large-eddy simulation (LES) in conjunction with the G-equation combustion model. A single cylinder of a four-cylinder port-fueled SI engine was simulated. 49 consecutive full cycles were computed. The operating condition studied in this work is stoichiometric and stable, and represents a load of 16 bar brake mean effective pressure (BMEP), and an engine speed of 2500 revolutions per minute (r/min). The CFD simulation shows good agreement in terms of in-cylinder pressure prediction with respect to the experiments, and is also able to capture the range of CCV observed in experiments. Further, neither the simulation, nor the experiments show any distinguishable pattern in the sequence of high and low cycles. We numerically decoupled the effects of variations in equivalence ratio fields and velocity fields to isolate the effects of differences in the velocity field and differences in the equivalence ratio field on flame development and propagation. Based on this study we inferred that for this engine, under the operating conditions studied, the differences in burn rates can be attributed to the differences in the velocity flow-field in the region around the spark gap during ignition. We then performed an analysis to identify the correlation between peak cylinder pressure (PCP) and flame topologies over all the simulated cycles. We found that high cycles (higher PCP values) are strongly correlated to flatter flame volume shapes (flattened in the piston-to-head direction), and volumes that are more symmetric about the ignition axis. In addition, these kinds of flame volumes were found to correlate well with lower values of prior-to-ignition velocity going from the intake to the exhaust side (mean flow caused by tumble) at the spark, and also higher values of prior-to-ignition velocity in the piston-to-head direction.

CCV↗

DOE OSTI2020

Enhancing the efficiency benefit of thermal barrier coatings for homogeneous charge compression ignition engines through application of a low-k oxide

Prior experiments reported by the authors have proven the hypothesis that achieving a dynamic temperature swing on the combustion chamber surface will lead to improved thermal and combustion efficiencies of the homogeneous charge compression ignition engine. A thin layer of yttria-stabilized zirconia, roughly 150 μm, was plasma sprayed on the piston top. It led to markedly advanced ignition and heat release in the gasoline homogeneous charge compression ignition engine, accompanied with reduced unburnt hydrocarbon and carbon monoxide emissions, improved combustion efficiency, and a higher thermal efficiency. A related computational study highlighted the critical role of coating thermal conductivity in achieving a desired dynamic response; hence, the second phase of experimental investigations focused on introducing structured porosity in the yttria-stabilized zirconia coating, as a means of reducing effective conductivity. Indeed, additional incremental improvements were observed, as well as limitations related to adverse effects of the surface roughness and the fuel interactions with the surface roughness and open pores. Erosion can also be a problem in a direct injection engine. Therefore, the third round of investigations focused on a material with a natively low conductivity (low-k), sprayed on the top of an Al piston in a relatively dense form, and in a way that yields a smooth surface. The objective was to capitalize on the low conductivity, while avoiding the pitfalls accompanying high-porosity formulations. The heat-storage capacity was limited by keeping the thickness relatively low. The results verify the paramount importance of thermal conductivity in the context of high “temperature swing” behavior and indicate a potential to improve the homogeneous charge compression ignition engine’s combustion efficiency roughly 1.5%, with the overall indicated efficiency improvement on the order of 5%, on a relative basis. In addition, the low-k oxide thermal barrier applied to the piston extended significantly the low-load homogeneous charge compression ignition operability limit.

42 ENGINEERING↗

DOE OSTI2022

Investigations into EGR dilution tolerance in a pre-chamber ignited GDI engine

EGR is a useful means to improve fuel economy in spark-ignited gasoline engines, especially under part-load conditions by means of reducing throttling losses. There is also a significant reduction in NOx emissions due to the reduced peak cylinder temperatures. However, the ability of conventional spark ignition systems to reliably ignite dilute mixtures limits the dilution tolerance due to the onset of combustion instability. In this study, an active pre-chamber system was evaluated at part load condition with various EGR rates using a regular grade full boiling range gasoline. A premixed air-fuel mixture was supplied to the pre-chamber, which assists in scavenging the residual mass fractions to enable reliable ignition of EGR dilute mixtures in the main combustion chamber. A range of pre-chamber injection, air-fuel mixture formulation, and ignition timing strategies were evaluated during the EGR sweeps. In addition, 0-D and 1-D simulations were conducted in GT-Power to assess the thermodynamic state and composition in the pre-chamber, as well as estimate the jet momentum at the various dilution rates. The active pre-chamber extended the EGR dilution limit from 20% for conventional SI to above 30%, with a higher pre-chamber flow rate (more scavenging) resulting in increased combustion stability. A tradeoff between the jet momentum and spark timing was observed when analyzing the GT-Power simulations and the pre-chamber jet momentum was found to decrease with increasing EGR rate. At unstable high EGR operation, no relation could be found between the pre-chamber indicated data and main chamber combustion stability.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2017

Low-Temperature Combustion of High Octane Fuels in a Gasoline Compression Ignition Engine

Gasoline Compression Ignition (GCI) has been shown as one of the advanced combustion concepts that could potentially provide a pathway to achieve cleaner and more efficient combustion engines. Fuel and air in GCI are not fully premixed as compared to homogeneous charge compression ignition (HCCI) which is a completely kinetic-controlled combustion system. Therefore, the combustion phasing can be controlled by the time of injection, usually post injection in a multiple-injection scheme, to mitigate combustion noise. Gasoline fuels ignite more difficult than Diesel. The autoignition quality of gasoline can be indicated by research octane number (RON). Fuels with high octane tend to have more resistance to auto-ignition, hence more time for fuel-air mixing. In this study, three fuels, namely, Aromatic, Alkylate, and E30, with similar RON value of 98 but different hydrocarbon compositions were tested in a multi-cylinder engine under GCI combustion mode. Considerations of EGR, start of injection (SOI), and boost were investigated to study the sensitivity of dilution, local stratification, and reactivity of the charge, respectively, for each fuel. Combustion phasing was kept constant during the experiments to the changes in ignition and combustion process before and after 50% of the fuel mass is burned. Emission characteristics at different levels of EGR and lambda were revealed for all fuels with E30 having the lowest filter smoke number (FSN) and was also most sensitive to the change in dilution. Reasonably low combustion noise (< 90 dB) and stable combustion (COVIMEP < 3%) were maintained during the experiments. The second part of this paper contains visualization of the combustion process obtained from endoscope imaging for each fuel at selected conditions. Soot radiation signal from GCI combustion were strong during late injection, and also more intense at low EGR conditions. Furthermore, soot/temperature profiles indicated only the high-temperature combustion period, while cylinder pressure-based heat release rate (HRR) showed a two-stage combustion phenomenon.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1929

Effect of oxygen on the ignition of liquid fuels

The ignition temperature, ignition lag, and ignition strength of simple and homogeneous fuels in combustion air of small oxygen content differ from what they are in air of greater oxygen content. In the case of small oxygen content, these fuels behave as if mixed unevenly. In the case of air with a definite oxygen content, the simple fuels have two ignition points, between which ignition takes place within a certain temperature range. The phenomena are explained by pyrogenous decomposition, comparison of the individual heat quantities, and the effect of the walls.

IGNITION - EFFECT OF OXYGEN↗

DOE OSTI2019

Effect of Fuel Properties on Spray and Combustion Characteristics under Compression Ignition Engine Conditions

In this paper, a review of experimental findings from multiple laboratories using different fuels was performed based on the Engine Combustion Network’s (ECN) Spray A. The main objective was to achieve a better understanding of fuel properties’ effects on spray and combustion characteristics at compression ignition (CI) engine conditions. The experimental summary includes results from a total of 26 fuels and they were classified into four categories: Primary Reference Fuels (PRF), jet fuels, gasoline fuels, and diesel fuels. The spray and combustion behaviors of those fuels, including liquid and vapor penetrations, lift-off length, and ignition delay, were analyzed and correlated with basic fuel properties. The results showed that higher density, boiling temperature and viscosity generally lead to longer liquid length. At reacting conditions, a higher cetane number results in a shorter ignition delay and lift-off length. Furthermore, a strong negative correlation between ignition delay/lift-off-length and cetane number was observed for a wide range of fuels. In the second part of this paper, 3-D computational fluid dynamics (CFD) modeling using the Reynolds-Averaged Navier-Stokes (RANS) formulation was performed on PRF fuels to obtain detailed insight into how the fuel physical and chemical properties affect the spray and combustion processes. The results showed that lower ignitability occurred as the iso-octane content in fuel increased and this led to a leaner fuel environment and lower emissions at a higher PRF.

fuel properties, spray and combustion characterist↗

DOE OSTI2017

New insights into the shock tube ignition of H 2 /O 2 at low to moderate temperatures using high-speed end-wall imaging

In this study, the effects of pre-ignition energy releases on H 2 —O 2 mixtures were explored in a shock tube with the aid of high-speed imaging and conventional pressure and emission diagnostics. Ignition delay times and time-resolved camera image sequences were taken behind the reflected shockwaves for two hydrogen mixtures. High concentration experiments spanned temperatures between 858 and 1035 K and pressures between 2.74 and 3.91 atm for a 15% H 2 \18% O 2 \Ar mixture. Low concentration data were also taken at temperatures between 960 and 1131 K and pressures between 3.09 and 5.44 atm for a 4% H 2 \2% O 2 \Ar mixture. These two model mixtures were chosen as they were the focus of recent shock tube work conducted in the literature. Experiments were performed in both a clean and dirty shock tube facility; however, no deviations in ignition delay times between the two types of tests were apparent. The high-concentration mixture (15%H 2 \18%O 2 \Ar) experienced energy releases in the form of deflagration flames followed by local detonations at temperatures < 1000 K. Measured ignition delay times were compared to predictions by three chemical kinetic mechanisms: GRI-Mech 3.0, AramcoMech 2.0, and Burke's et al. (2012) mechanisms. It was found that when proper thermodynamic assumptions are used, all mechanisms were able to accurately predict the experiments with superior performance from the well-validated AramcoMech 2.0 and Burke et al. mechanisms. Current work provides better guidance in using available literature hydrogen shock tube measurements, which spanned more than 50 years but were conducted without the aid of high-speed visualization of the ignition process, and their modeling using combustion kinetic mechanisms.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2025

Quantifying the effects of artificial aging on the ignition and self-propagating reactions of Ni(V)/Al multilayers

Bimetallic, reactive multilayers are uniformly structured materials composed of alternating nanoscale layers that may be ignited to produce self-propagating intermetallic-formation reactions. When reactive multilayers age, there is a change in local composition and loss of stored chemical energy due to mass transport and rearrangement at the interfaces. Here, to quantify the long-term reliability of commercial Ni(V)/Al multilayers, the effects of accelerated aging on both ignition sensitivity and self-propagating reactions have been examined. Thermally aged samples were characterized using transmission electron microscopy, differential scanning calorimetry, and laser ignition combined with high-speed videography. The analytically quantifiable nature of both continuous wave laser ignition and reactive wave propagation enabled calculations of Arrhenius rate constants for as-received and various heat-treated multilayers. With heat treatment, there is a change in the intermixed thickness and interfacial chemistry that decreases the activation energy for point ignition but increases it for self-propagating reactions. This finding implies that with increased thermal aging, the reaction becomes easier to facilitate in the solid state but harder in the liquid phase.

Energetic material↗

DOE OSTI2021

Probing the antiknock effect of anisole through an ignition, speciation and modeling study of its blends with isooctane

In order to unravel the reaction pathways relevant to anisole co-oxidation within a fuel blend, a detailed study of isooctane/anisole blends was performed with the ULille RCM. Ignition delays as well as mole fraction profiles were measured during a two-stage ignition delay using sampling and GC techniques. These results are used to validate a kinetic model developed from ab initio calculations for the most relevant rate constants which included H-atom abstraction reactions from anisole, and reactions on the potential energy surfaces of methoxyphenyl + O 2 and anisyl + O 2 . Pressure dependent rate constants were computed for the methoxyphenyl + O 2 and anisyl + O 2 reactive systems using master equation code analysis. The new kinetic model shows good agreement with the experimental data. Dual brute-force sensitivity analysis was performed, on both first- and second-stages of ignition, allowing the identification of the most important reactions in the prediction of both ignition delays. It was observed that while pure anisole does not show NTC behavior, a 60/40 isooctane/anisole blend displays such behavior, as well as two-stage ignition. This suggests anisole addition may not be as beneficial to knock resistance as expected from its high octane number. The kinetic modeling results demonstrate the importance of H-abstraction reactions both from the methoxy group and from the aryl ring in ortho-position and the addition of the resultant radicals to O2, mostly leading to the formation of polar or non-aromatic products.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2024

Understanding the ignition process and flame structure of conventional and oxygenated fuels under engine relevant conditions – An optical study

Renewably generated synthetic fuels such as poly-oxymethylene ethers (OME) have a significant potential to effectively break the soot-NOX trade-off in compression ignition engines by using exhaust gas recirculation (EGR) to maintain low nitrogen oxide (NOX) emissions while maintaining good efficiency and simultaneously contributing to circular carbon economy. However, owing to the fundamental differences in properties of OME when compared to fossil-based diesel fuels, it is critical to fully understand its ignition and combustion phenomenology to take advantage of this fuel to its utmost potential. In this context, this work outlines the results of a systematic experimental study performed in a heavy-duty, single-cylinder, optical engine probing the spatial and temporal progression of fuel decomposition and ignition behavior of OME when compared to n-dodecane, a diesel-fuel surrogate. Thermodynamic analysis and optical diagnostics techniques including simultaneous HCHO-PLIF and OH-PLIF complemented by high-speed OH* chemiluminescence were employed along with parametric sweeps of intake temperature and EGR dilution rates. OME does not exhibit any observable low temperature heat release irrespective of the ambient oxygen concentration. Differences in the observed diffusive flame structure such as longer flame lift-off length, less pronounced combustion recession, faster premixed burn at ignition (“volumetric” ignition), non-sooting behavior suggest that the inherent presence of fuel-bound oxygen in OME can skew the air-fuel ratio (AFR) distribution within the jet thereby reducing the reliance of combustion on mixing and air entrainment. This leads to rapid late-cycle oxidation leading to shorter combustion duration and favorable combustion phasing. Results also suggest that OME exhibits relatively weak negative temperature coefficient (NTC) behavior, however, the OME fuel-decomposition kinetic-pathways produce significant concentration of HCHO, which might be erroneously interpreted as a product of cool-flames.

Air-fuel ratio↗

DOE OSTI2020

High-volume and -adiabat capsule (“HVAC”) ignition: Lowered fuel compression requirements using advanced Hohlraums

Lower-than-expected deuterium–tritium fuel areal densities have been experimentally inferred across a variety of high-convergence, nominally low-adiabat implosion campaigns at the National Ignition Facility (NIF) using cylinder-shaped Hohlraums [Hurricane et al., Phys. Plasmas 26, 052704 (2019)]. A leading candidate explanation is the presence of atomic mix between the fuel and ablator from hydrodynamic instability growth [Clark et al., Phys. Plasmas 26, 050601 (2019)], leading to reduced fuel compressibility and an effectively higher (in-flight) fuel adiabat α. Tolerating a high-α implosion can be obtained with significantly higher capsule absorbed energy Ecap according to the one-dimensional (1-D) ignition-threshold-factor analytic scaling [S. Atzeni and J. Meyer-ter-Vehn, Nucl. Fusion 41, 465 (2001)], ITF∼Ecap·α−1.8. Recent experiments with large Al shells in rugby-shaped Hohlraums have established high laser-capsule coupling efficiencies of ≽ 30% [Ping et al., Nat. Phys. 15, 138 (2019)], enabling a path to Ecap≽ 0.5 MJ at the NIF and increased performance margin M ≡ ITF − 1. The ability to operate at high adiabat with large capsules using nonstandard Hohlraums leads to the predicted onset of a volume-ignition mode, defined as when both the entire fuel is the “hot spot” and inertial confinement is principally provided by the ablator compared with the compressed fuel. Such an ignition mode, normally reserved for high-Z targets, e.g., double shells [Amendt et al., Phys. Plasmas 14, 056312 (2007)], is predicted to lead to lower fuel convergence and less exposure to mix due to the intended high adiabat—but at the expense of ∼3–4 × reduced (1-D) yield compared with conventional central hot-spot ignition designs.

Amendt, Peter (ORCID:0000000174021777)↗

DOE OSTI2023

Modeling of the spray-induced wall stress acting on the ignition assistance device

This research introduces a novel wall-stress model called the Spray-Induced Wall Stress (SIWS) model, which considers the effects of spray-wall impingement and the resulting formation of wall stress within the Lagrangian spray modeling framework. The primary objective of this paper is to provide a mathematical description of the fundamental physics underlying the model. Subsequently, the proposed model is validated using existing experimental data. Here, the remainder of the study focuses on the practical application of the model to an ignition assistance device. Specifically, this device is installed in a compression ignition engine and designed to enhance ignition in aviation-fueled high-altitude aircraft propulsion systems. The research sheds light on the mechanical impulse caused by the high-speed impact of the spray jet, leading to the accumulation of mechanical stress on the rigid body of the ignition assistance device. Previous studies on fluid-structure interaction have only considered the interaction between the gas phase and the solid wall. However, the SIWS model incorporates the additional impact of the impinging liquid spray jet. Consequently, the simulated stress distribution on the ignition assistance device can be estimated by considering both the gas-phase-induced term and the spray-induced term simultaneously.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Design and analysis of dudded fuel experiments at the National Ignition Facility

Recent experiments conducted at the National Ignition Facility (NIF) within the past 2 years have achieved the burning plasma state and exceeded the Lawson criterion for the first time in the laboratory. Here, we report on a set of experiments where the deuterium and tritium (DT) ice layers were replaced with dudded tritium, hydrogen, and deuterium (THD) fuel mixtures to remove the influence of alpha-heating on hot spot dynamics. The hot spot compression and yield in the absence of alpha particle self-heating were measured to assess the proximity of NIF implosions toward the ignition cliff. We find that the “burn-off” Lawson parameters χnoα inferred from the THD experiments are in good agreement with the inferences from postshot simulations of the DT-layered implosions. The THD for burning plasma shot N210307 yielded χnoα≈0.88±0.03 while the THD for ignition shot N210808 yielded χnoα≈1.04±0.04. These results also provide important context for the observed variability in the repeat attempts of ignition shot N210808 since implosions on the ignition cliff are expected to exhibit very large variations in the fusion yield from small changes in the initial conditions.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2024

Diagnosing inertial confinement fusion ignition

Abstract Fusion ignition by inertial confinement requires compression and heating of the fusion fuel to temperatures in excess of 5 keV and densities exceeding hundreds of g/cc. In August 2021, this scientific milestone was surpassed at the National Ignition Facility (NIF), when the Lawson criterion for ignition was exceeded generating 1.37MJ of fusion energy (Abu-Shawareb et al 2022 Phys. Rev. Lett. 129 075001), and then in December 2022 target gain >1 was realized with the production of 3.1MJ of fusion energy from a target driven by 2.0MJ of laser energy (Abu-Shawareb et al 2024 Phys. Rev. Lett. 132 065102). At the NIF, inertial confinement fusion research primarily uses a laser indirect drive in which the fusion capsule is surrounded by a high-Z enclosure (‘hohlraum’) used to convert the directed laser energy into a symmetric x-ray drive on the capsule. Precise measurements of the plasma conditions, x-rays, γ -rays and neutrons produced are key to understanding the pathway to higher performance. This paper discusses the diagnostics and measurement techniques developed to understand these experiments, focusing on three main topics: (1) key diagnostic developments for achieving igniting plasmas, (2) novel signatures related to thermonuclear burn and (3) advances to diagnostic capabilities in the igniting regime with a perspective toward developments for intertial fusion energy.

Moore, A. S. (ORCID:0000000221258882)↗

DOE OSTI2019

Thermonuclear ignition and the onset of propagating burn in inertial fusion implosions

Separating ignition of the central hot spot from propagating burn in the surrounding dense fuel is crucial to conclusively assess the achievement of ignition in inertial confinement fusion (ICF). We show that the transition from hot spot ignition to the onset of propagating burn occurs when the alpha heating within the hot spot has amplified the fusion yield by 15 to 25x with respect to the compression-only case without alpha energy deposition. This yield amplification corresponds to a value of the fractional alpha energy ƒ α ≈ 1:4 (ƒ α = 0.5 alpha energy/hot spot energy). The parameter fα can be inferred in ICF experiments by measuring the neutron yield, hot spot size, temperature, and burn width. This ignition threshold is measurable and applicable to all ICF implosions of DT-layered targets both direct and indirect drive. The results of this paper can be used to set the goals of the ICF effort with respect to the first demonstration of thermonuclear ignition.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

Lawson Criterion for Ignition Exceeded in an Inertial Fusion Experiment

For more than half a century, researchers around the world have been engaged in attempts to achieve fusion ignition as a proof of principle of various fusion concepts. Following the Lawson criterion, an ignited plasma is one where the fusion heating power is high enough to overcome all the physical processes that cool the fusion plasma, creating a positive thermodynamic feedback loop with rapidly increasing temperature. In inertially confined fusion, ignition is a state where the fusion plasma can begin “burn propagation” into surrounding cold fuel, enabling the possibility of high energy gain. While “scientific breakeven” (i.e., unity target gain) has not yet been achieved (here target gain is 0.72, 1.37 MJ of fusion for 1.92 MJ of laser energy), this work reports the first controlled fusion experiment, using laser indirect drive, on the National Ignition Facility to produce capsule gain (here 5.8) and reach ignition by nine different formulations of the Lawson criterion.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2018

Prediction of Cyclic Variability and Knock-Limited Spark Advance (KLSA) in Spark-Ignition (SI) Engine

Engine knock remains one of the major barriers to further improve thermal efficiency of Spark Ignition (SI) engines. Knock can be suppressed by lowering the compression ratio, or retarding the spark ignition timing, however, at an expense of efficiency penalty. SI engine is usually operated at knock-limited spark advance (KLSA) to achieve possibly maximum efficiency with given engine hardware and fuel properties, such as Research Octane Number (RON), Motor Octane Number (MON), and heat of vaporization, etc. Co-optimization of engine design and fuel properties is promising to improve the engine efficiency and predictive CFD models can be used to facilitate this optimization process. However, difficulties exist in predicting KLSA in CFD simulations. First, cyclic variability of SI engine demands that multi-cycle results are required to capture the extreme conditions. Secondly, Mach Courant-Friedrichs-Lewy (CFL) number of 1 is desired to accurately predict the knock intensity (KI), resulting in unaffordable computational cost, especially for multi-cycle simulations. In this study, a new approach to numerically predict KLSA using large Mach CFL number of 50 is proposed. This approach is validated against experimental data for a boosted Direct Injection Spark Ignition (DISI) engine at multiple loads and spark timings. G-equation combustion model coupled with well-mixed chemical kinetic model are used to predict the turbulent flame propagation and end-gas auto-ignition, respectively. Simulations run for 10 consecutive engine cycles at each condition. The results show good agreement between model predictions and experiments in terms of cylinder pressure, combustion phasing and cyclic variation. Engine knock is predicted with early spark ignition timing, indicated by significant pressure wave oscillation and end-gas heat release. Maximum Amplitude of Pressure Oscillation (MAPO) 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 multi-cycle engine CFD simulations.

Yue, Zongyu↗