NOTES for Research Paper From reference [1], I depended on injection strategy ª, ª, 0, ® for obtain on validation with my work. Also article paper [2] for same details engine:- [1] J. Hunicz, M. S. Geca, P. Kordos, and H. Komsta, An experimental study on a boosted gasoline HCCI engine under different direct fuel injection strategies, Exp. Therm. Fluid Sci., vol. 62, pp. 151 163, 2015. [2] J. Hunicz and P. Kordos, An experimental study of fuel injection strategies in CAI gasoline engine, Exp. Therm. Fluid Sci., vol. 35, no. 1, pp. 243 252, 2011. My work as CFD depended on mass of fuel injection was 18 mg and fuel injection strategies is (1/4,1/4,0,1/2) as validation as shown in figures. These figures from reference no. 1 Intake pressure value = 13 Mpa Intake temperature = 323 K mass of fuel 18 mg per engine cycle you can depend on value mass flow rate parameters is given in the Ref. [2] Constant engine speed (1500 rpm) All the temperatures of walls are set to be 298 K the renormalization group theory (RNG k-?) turbulent model is used TAB model is used with the value of breakup time constant The fuel used Gasoline and from database fluent used n-octane C8H18 pressure-based and uses the PISO algorithm I activated NOX model in my simulation, i.e. enable thermal NOX and prompt NO In this paper three combustion geometries case A, B and C are considered for investigation. All the models are developed in CATIA software. The three types of piston top contours with similar Compression Ratios = 7 The geometry of the HCCI engine is modeled in CATIA software and imported into FLUENT 15.0 Three-dimensional CFD calculations mesh creation Table research engine specifications as in ref. no. 1 Engine parameter Value Displaced volume Bore Stroke Conrod length Compression ratio No. of valves Intake valve opening (IVO) Intake valve closing (IVC) Intake valve lift Exhaust valve opening (EVO) Exhaust valve closing (EVC) Exhaust valve lift 498.5 cm3 84 mm 90 mm 201.5 mm 11.7 2 82 oCA 212 oCA 3.6 mm 521 oCA 640 oCA 2.9 mm Modeling and meshing The geometry of the HCCI engine is modelled in CATIA software. To validate, structured mesh in the zone upstream of the valves, and the piston crown of the engine in the condition of Top Dead Centre (TDC) is shown in Fig. 1, 2. Figure 1: Geometry of 4-stroke gasoline engine at TDC position modeled by CATIA software. Figure 2: meshed structure of computational domain for geometry model Grid cell size is established 0.25 2 mm; the cell number is about 200,000 700,000 Computational methodology and Boundary condition In this paper, the problem is to be solved as unsteady second order implicit with turbulence effects considered to simulate the combustion for CI, DI engine. The numerical methodology is segregated pressure based solution algorithm. For solving species, the discrete phase injection with species transport equation and finite rate chemistry reactions are used. The upwind scheme is employed for the discretization of the model equations. FLUENT uses a control volume based technique to convert the governing equations to algebraic equations that can solve numerically. The governing equations for mass, momentum and energy equations used and appropriate initial boundary conditions were chosen for combustion analysis. When injecting split fuel, intake pressure and temperature set as 0.13 MPa and 323 K respectively [1]. All the temperatures of walls are set to be 298 K. Turbulence model In this work, the renormalization group theory (RNG k-?) turbulent model is used for analyzing the physical phenomena involved in the change of kinetic energy. The RNG k? model was derived using a thorough statistical technique. It is analogous in form to the standard k? model but having an advantage to include effect of swirl, which is important for ICE combustion analysis. Domain is subjected to motion of piston suitable boundary condition for piston, cylinder, fluid and walls. Spray breakup model FLUENT offers two spray breakup models, the TAB and the WAVE model. In the present work WAVE model is used. In this paper, three piston crown designs were investigated, which named as piston A, B, and C. All the three models are developed in ANSYS 15.0 for simulation purpose. The mesh diagram of each of the models are presented in the sections follow. The three types of piston top contours with similar compression ratios. I want to to explain and describe each piston as head crown such as effect turbulence, swirl, mixing process Figures Piston A, B and C Piston A Piston B Piston C Results and discussions I want to explain and discussions all figures Validation The in-cylinder pressure at different piston The in-cylinder temperature at different pistons. Heat Release Rate at different pistons. Turbulent kinetic energy at different pistons. Swirl number at different pistons. NOX emissions at different pistons. I want to conclude in writing a scientific comparison between the pistons in terms of performance. Such as comparison between start of combustion (SOC) and peak pressure for all pistons. I want to support everything by references
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