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TECHNICAL PAPERS: Injection and Fuel Air Mixture Preparation

Effect of Subgrid Modeling on the In-Cylinder Unsteady Mixing Process in a Direct Injection Engine

[+] Author and Article Information
K. Sone, S. Menon

School of Aerospace Engineering, Georgia Institute of Technology, Atlanta, GA 30332

J. Eng. Gas Turbines Power 125(2), 435-443 (Apr 29, 2003) (9 pages) doi:10.1115/1.1501918 History: Received May 23, 2001; Revised December 01, 2001; Online April 29, 2003
Copyright © 2003 by ASME
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References

Figures

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Geometry used for the internal combustion engine simulations with two valves, one is the intake and the other is the exhaust. The symmetric boundary condition is employed on the plane of symmetry. The pictures shown here are the baseline geometry (51,000 cells).
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Temporal evolution of scalar (fuel mass fraction) mean (μ) and the variance (σ2) standard deviation (σ) is shown for comparison between gradient diffusion closure KIVALES and KIVALES-LEM. Light lines denote mean while black lines denote standard deviation. Note that the linear eddy model (LEM) predicts larger scale variance between bottom dead center and top dead center.
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PDF of fuel mass fraction normalized by the standard deviation at crank angle=360 where mean and variance are nearly same for all three cases while the shape of PDF is different in each case.
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Turbulent kinetic energy evolution with crank angle. Light lines indicate KIVA-3V while dark lines indicate KIVALES. KIVA-3V models are turbulent scales except the largest scale motions, therefore, the turbulent kinetic energy in KIVA-3V is larger than the subgrid scale turbulent kinetic energy in KIVALES.
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Turbulent kinetic energy at crank angle=210. Contour intervals are fixed with Δk=1.0×105 (cm2/sec2) for KIVALES and Δk=2.0×105 (cm2/sec2) for KIVA-3V, which is twice the magnitude obtained with KIVALES. (a) KIVA-3V, start of injection=180. (b) KIVALES, start of injection, start of injection=180.
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Resolved scale fundamental mode energy growth. Growth rate of KIVALES is 0.19, which is also predicted by an earlier study by 23 whereas KIVA-3V rapidly dissipates.
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Comparison of KIVA-3V and KIVALES predictions of turbulent mean and rms profiles in the experimental configuration. Symbols represent experimental data (24), solid lines and dot-dashed lines represent KIVALES and KIVA-3V, respectively. Scale of 1.0 on the x-axis corresponds to 400 cm/s in (a) and 1200 cm/s in (b), respectively. (a) Mean velocity profile at 36 deg crank angle. (b) rms velocity profile at 36 deg crank angle.
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Azimuthal vorticity at crank angle=210 (during injection). Contour intervals are fixed with Δω=1000(sec−1). Solid contours show positive vorticity while dotted contours show negative vorticity. Even with fuel injection and vaporization, KIVALES still shows turbulent flow field. (a) KIVA-3V, start of injection=180, baseline grid. (b) KIVALES, start of injection=180, baseline grid. (c) KIVALES, start of injection=180, fine grid.
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Fuel mass fraction (gaseous) at crank angle=210. Contour intervals are ΔY=0.03. A bold line denotes the stoichiometric surface. Figures on the left show contours in the symmetric plane and the ones on the right show in the plane perpendicular to the symmetric plane (the location is shown as a line in the left figures). (a) KIVA-3V, (b) KIVALES, (c) KIVALES-LEM.

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