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TECHNICAL PAPERS: Internal Combustion Engines

Applying the Representative Interactive Flamelet Model to Evaluate the Potential Effect of Wall Heat Transfer on Soot Emissions in a Small-Bore Direct-Injection Diesel Engine

[+] Author and Article Information
C. Hergart

Diesel Powertrain Systems, Ford Research Center Aachen, Süsterfeldstrasse 200, 52072 Aachen, Germany

N. Peters

Institut für Technische Mechanik, Rheinisch-Westfählische Technische Hochschule, Templegraben 64, 52062 Aachen, Germanye-mail: n.peters@itm.rwth-aachen.de

J. Eng. Gas Turbines Power 124(4), 1042-1052 (Sep 24, 2002) (11 pages) doi:10.1115/1.1473147 History: Received May 01, 2001; Revised November 01, 2001; Online September 24, 2002
Copyright © 2002 by ASME
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References

Figures

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Interaction between flamelet code and CFD code
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Soot source terms as a function of engine crank angle in a direct-injection diesel engine
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Source terms owing to oxidation through OH-radicals and molecular oxygen, respectively. Additionally, total soot versus engine crank angle is shown in a case of not including any source term in the temperature equation accounting for flamelet heat losses.
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Injection rates at part load corresponding to various rail pressures. The measurements were performed using an EVI injection rate meter. Crank angles apply to an engine speed of 2000 rpm.
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Computational grid used in the simulations
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Pressure trace 600 bar case
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Heat release 600 bar case
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Pressure trace 800 bar case
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Heat release 800 bar case
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Pressure trace 1000 bar case
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Heat release 1000 bar case
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Comparison of measured and predicted soot
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Soot versus degree crank angle at different injection pressures, EEGR rate=30% and SOI=2ATDC
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Comparison of measured and predicted Nox
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Cutplane through spray. Spatial distributions of temperature and some selected scalars will be shown in this plane.
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Spatial distribution of temperature at the cutplane given by Fig. 15 at the crank angle of maximum heat release rate
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Spatial distribution of Nox in the cutplane given by Fig. 15 at the crank angle of maximum heat release rate
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Spatial distribution of soot in the cutplane given by Fig. 15 at the crank angle of maximum cylinder soot concentration
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Spatial distribution of OH in the cutplane given by Fig. 15 at the crank angle of maximum cylinder soot concentration
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Soot histories for individual flamelets applying a multiple wall flamelet strategy. Injection pressure: 1000 bar, EGR rate 30%, start of injection 2 deg before TDC.
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In-cylinder soot versus engine crank angle comparing previous model with extended model accounting for wall heat losses

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