3-D CFD Analysis of the Mixture Formation Process in an LPG DI SI Engine for Heavy Duty Vehicles

Gisoo Hyun and Mitsuharu Oguma

NEDO (New Energy and Industrial Technology Development Organization)

Shinichi Goto
National Institute of Advanced Industrial Science and Technology

ABSTRACT
This work aimed to develop an LPG fueled direct injection SI engine, especially in order to improve the exhaust emission quality while maintaining high thermal efficiency comparable to a conventional engine. In-cylinder direct injection engines developed recently worldwide utilizes the stratified charge formation technique at low load, whereas at high load, a close-to-homogeneous charge is formed. Thus, compared to a conventional port injection engine, a significant improvement of fuel consumption and power can be achieved. To implement such a combustion strategy, the stratification of mixture charge is very important, and an understanding of its combustion process is also inevitably necessary. In this work, a numerical simulation was performed using a CFD code(KIVA-3), where the shape of a combustion chamber, swirl intensity, injection timing and duration, and so on were varied and their effects on the mixture formation were investigated. The conclusions include the fuel injection conditions such as injection timing and duration showed relevant influences on the stratification of mixture charge. And, it was also clarified that the incylinder flows such as swirl and tumble significantly enhance the mixture formation process, forming a rich charge around the spark plug and a lean one near the cylinder wall. This eventually leads to the improved emission characteristics in an LPG direct injection SI engine.

Especially, LPG is paid to attention as a useful alternative fuel which can be substituted from production from not only the oil refinement but also the gas refinement to oil. In addition, as LPG is excellent in the exhaust emission performance, LPG vehicles are being rapidly developed as an economical and low pollution car. Recently, several works have been carried out for injecting the fuel directly into the combustion chamber to meet the low emission standard and high efficiency[4][5][6]. And those methods have been used in practical gasoline engines. However, a large amount of unburned hydrocarbon emission is a new problem with GDI engines, when they operate near the stoichiometric mixing condition. On the other hand, for LGP engine, though lean and stratification combustion are effective means to high efficiency of LPG engine by the In-cylinder direct injection method, it must be clarified the behavior of LPG spray, mixture formation process and combustion process for development of high efficiency LPG engine system. This work aimed to develop an LPG fueled direct injection SI engine. The present work used computational fluid dynamics (CFD) is to examine the changes that occur in the in-cylinder flow field, mixture preparation and combustion due to injection conditions, swirl intensity and geometry of combustion chamber. A numerical simulation was performed using a CFD code(KIVA-3) , where combustion chamber shape of bathtub and dogdish type is used.

INTRODUCTION
Air pollution with the exhaust emission is still a serious problem, and an international concern has been risen for its control and restriction. Therefore, energy conservation with high efficiency and low emission are important research topics for development of engine system. Recently, the engine which uses alternative fuels such as natural gas (CNG, LNG), LPG(Liquefied Petroleum Gas), DME(Dimethyl Ether), GTL(Gas to Liquids), and hydrogen is actively developed to solve these problems[1][2][3].

COMPUTATIONAL METHOD AND CONDITIONS

PROBLEM DEFINITION The investigation is carried out on development of two-valves spark ignition engine with combustion chamber shape of bathtub and dogdish type. Surface definition of the cylinder and ports assembly is shown in Figure 1. Here, exhaust valve opening and closing time are -236.0 BTDC and 14.0 ATDC, and intake valve are -21.0 BTDC and 231.0 ATDC, respectively.

Computational results are presented and discussed for the intake, compression and combustion periods, respectively. These are included the distribution of the

process in cylinder were observed by fuel injection at the comparatively early stage of injection timing. The injection pressure is 10.0MPa. The number of calculation mesh in

Intake Port Bathtub type

Spark plug Fuel injector Exhaust Port

Plane C

Plane A

Dogdish type

Plane B

Fig.1 Computational domain, geometry of combustion chamber and definition of cutting planes A, B and C air/fuel equivalence ratio in the vicinity of fuel injector due to the change of injection conditions. And flow fields is investigated during the intake and compression periods. Each result are analyzed in three cutting planes as defined in Figure 1. Plane A is the symmetry plane of the cylinder and plane B is normal to plane A at the cylinder axis. Plane C is a horizontal plane just at the vicinity of the fuel injector. COMPUTATIONAL APPROACH - The KIVA- software package [7][8] was used here, which is a numerical analysis code for transient, reactive, multiphase, threedimensional flows. The KIVA- is able to solve not only the behavior of fuel spray and the evaporation process but also the combustion process of the internal combustion engine. And, a consideration was undertaken for the convenience of the calculation and the display by adding an improved analytical function for unstructured grid and the interface function between the pre- and post-processor in this work. It is very important for the elucidation of the combustion processes to understand the state of the fuel-air mixture and the combustion in the combustion chamber. In this research, numerical simulation was conducted to examine the influence of combustion chamber shape in the mixture formation and the combustion process. Combustion chamber shape of bathtub and dogdish type was calculated in this simulation. n -Butane was used as a main fuel, and engine speed was set at 1500 and 2800 rpm. The mixture formation process and the combustion BDC is about 30,500 for bathtub type, and about 30,400 for dogdish type. And the detailed fuel-air mixture formation and combustion processes in each cavity was observed with respect to mainly the flow. The fuel injection conditions of the engine and calculation parameters are shown in Table1. Table 1. Engine specifications and calculation conditions
Fuel Bore stroke Piston cavity Compression ratio Pressure Injection Timing Duration Connecting rod length Maximum intake valve lift Exhaust valve opening Exhaust valve closure Intake valve opening Intake valve closure Engine speed Swirl ratio (S/R) Butane 108mm x 115 mm Bathtub Dogdish 10.0 10.0MPa 120, 90, 60BTDC 30, 40, 50CA 185.0mm 11.83mm -236.0BTDC 14.0ATDC -21.0BTDC 231.0ATDC 1500, 2800 rpm 1.97, 3.73

RESULTS AND DISCUSSION

Simulation results are presented and considered under separating the intake, mixture preparation and combustion processes. Especially, injection condition was changed to achieve mixture stratification in compression process, and their influence was also considered. INTAKE PROCESS Figure 2 presents the results of calculating flow pattern in intake port and cylinder during the overlap period(-21.0BTDC~14.0ATDC) and intake process. Here, the plane A, B and C is defined in Fig.1. A Combustion chamber of bathtub type (a) TDC Low High (b) (c) Crank angle

is the symmetry plane of the cylinder and plane B is normal to plane A at the cylinder axis. C is a horizontal plane just at the vicinity of the fuel injector. Moreover, the intake port is designed by helical shape, in order to generate the swirl flow easily. In addition, the combustion chamber is set up at the position where offset was done for the cylinder center, and squish is generated easily for the bathtub type combustion chamber. In overlap period, though the flow in combustion chamber has not changed greatly because valve lift of intake and exhaust valve is still small, the gas exchange situation is Combustion chamber of dogdish type (a) Low High (b) (c)

(a)

70ATDC (b)

(a)

(b)

(c)

(c)

(a)

120ATDC (b)

(a)

(b)

(c)

(c)

Fig.2 Flow fields in overlap period and intake process (a) Streamline in plane A, (b) Velocity field in plane B, (c) Velocity field in plane C

Crank angle

Combustion chamber Low of bathtub type

High

Combustion chamber of dogdish type

Low

High

300CA Injection Finish

310CA

330CA

340CA Ignition Start Velocity vector Fuel concentration Velocity vector Fuel concentration

Fig.3 Distribution of velocity vector and fuel concentration for different combustion chamber in plane A observed through both ports. Moreover, when crank angle advances and intake valve opens greatly, air for combustion is entered into the cylinder through intake port while forming the large scale tumble flow. The shape of intake port is designed by helical shape as mentioned above, swirl flow is accompanied, too. During the intake process, though a great difference is not seen about flow pattern between bathtub and dogdish type combustion chamber, the swirl flow becomes strong a little for bathtub type. Therefore, it is thought that such flow influences on the following mixture formation and combustion process. MIXTURE PREPARATION - The mixture stratification is the most important factor in In-cylinder injection engine. Therefore, it is necessary to examine the mixture formation process by changing the combustion chamber shape. Thus, the geometry of the piston cavity was changed as shown in Fig.1. And the fuel-air mixture formation process in each cavity was observed with respect to the flow as shown in Fig.3. And fuel injection conditions have a great influence on mixture formation and stratified combustion in the cylinder. Therefore, it is important to control adequately the fuel fluid in association with the flow in the combustion chamber. Then, the shape of a combustion chamber, swirl intensity, injection timing and duration were varied and their effects on the mixture formation and combustion process were investigated as shown in Fig.4, 5 and 6. Mixture formation processes in each combustion chamber shape - Figure 3 presents the distribution of velocity vector
1.5
Bathtub-swirl1.97 Bathtub-swirl3.73 Dogdish-swirl1.97 Dogdish-swirl3.73

1500rpm 1500rpm

Equivalence ratio [ - ]

1.2

0.9

0.6

0.3

0 240.0

270.0

300.0

330.0

360.0

Crank angle [Deg.]

1.5
Bathtub-swirl1.97 Bathtub-swirl3.73 Dogdish-swirl1.97 Dogdish-swirl3.73

2800rpm 2800rpm

Equivalence ratio [ - ]

1.2

0.9

0.6

0.3

0 240.0

270.0

300.0

330.0

360.0

Crank angle [Deg.]

Fig.4 Equivalence ratio distribution near the spark plug for the swirl intensity

1.5
Bathtub-Dinj30 Bathtub-Dinj40 Bathtub-Dinj50 Dogdish-Dinj30 Dogdish-Dinj40 Dogdish-Dinj50

1500rpm 1500rpm

Equivalence ratio [ - ]

1.2

0.9

0.6

0.3

0 240.0

270.0

300.0

330.0

360.0

Crank angle [Deg.]

1.5
Bathtub-Dinj30 Bathtub-Dinj40 Bathtub-Dinj50 Dogdish-Dinj30 Dogdish-Dinj40 Dogdish-Dinj50 2800rpm 2800rpm

fuel fluid by these vortices, and move with the fuel fluid. Fuel fluid of this kind impinges on the bottom of the piston cavity, and progresses along the wall. This flow characteristic can be observed for all combustion chamber. The piston cavity does not show any effect on fuel fluid before impingement. However, different behaviors can be observed after impingement with different combustion chamber shape. In the case of bathtub type, the vortex flow after impingement is comparatively weak, because the vortex flow is attenuated on the other side wall of the nozzle. However, in this case, large scale tumble flow is observed to be formed until near the ignition timing (340CA) with the influence of squish flow. Rich mixture is formed with such flow in the vicinity of the spark plug. In the case of dogdish type, though growth of a large scale vortex continues without collapsing after impingement on the piston cavity wall, the scale is small. Moreover, in this type, the tumble flow is also formed though the scale is smaller than bathtub type. It is understood from the figure of the fuel concentration distribution that fuel fluid progresses getting on the abovementioned flow. For bathtub type, after forming a rich mixture in vicinity of the wall on the opposing side of the nozzle, the fuel fluid progresses along the cavity wall, and rich mixture is formed at the vicinity of the spark plug in ignition timing. In the case of dogdish type, though the fuel concentration distribution keeps growing up along the piston cavity wall, fuel fluid does not move well to the vicinity of the spark plug in ignition timing as compared with the bathtub type. Influence of swirl intensity Fig.4, 5 and 6 present the distribution of local equivalence ratio within 10.0mm of the spark plug. The mixture distribution at the vicinity of the spark plug may be considered in more detail. Figure 4 is the results of observing the influence that swirl intensity gives to the mixture formation process, when swirl intensities are 1.97 and 3.73 and engine speeds are 1500rpm and 2800rpm, respectively.

Equivalence ratio [ - ]

1.2

0.9

0.6

0.3

0 240.0

270.0

300.0

330.0

360.0

Crank angle [Deg.]

Fig.5 Equivalence ratio distribution near the spark plug for the injection duration and fuel concentration for each combustion chamber in plane A. A large vortex is formed at the periphery of the injected fuel fluid by shear with surrounding air; the vortex grows while entraining surrounding air. It is considered that surrounding air and small droplets, as well as the fuel vapor which has already evaporated, are entrained into the

In the case of engine speed 1500rpm and swirl intensity 1.97, rich mixture in the vicinity of the spark plug is formed at the range of 330CA to 340CA. The rich mixture reaches earlier at the vicinity of the spark plug as an increase of the swirl intensity. But this tendency with the stronger swirl intensity (3.73) becomes smaller for both types of combustion chamber. In the case of engine speed 2800rpm, equivalence ratio in the vicinity of the spark plug decreases overall. Moreover, there is no great influence by the difference of swirl intensity, as a little difference is appeared. Influence of injection duration Figure 5 shows the influence of injection duration on the mixture formation process. The simulation conditions are the same as Fig.4, so that, swirl intensities are 1.97 and 3.73, and engine speeds are 1500rpm and 2800rpm, respectively. Injection duration is changed to 30CA, 40CA and 50CA. Local equivalence ratio at the vicinity of spark plug decreases as injection duration becomes long for both types of combustion chamber. Moreover, the highest value of equivalence ratio appears early as injection duration shortens. And the local equivalence ratio decreases with increasing engine speed as shown in Fig.4. Influence of injection timing Figure 6 shows the distribution of local equivalence ratio near the spark plug for injection timing. Injection timing is changed to Tinj=60BTDC(300CA), 90BTDC ( 270CA) and 120BTDC (240CA), respectively. At 1500rpm, equivalence ratio in the vicinity of spark plug becomes higher as injection timing retard. However, in the case of 2800rpm, this tendency is little difference, while it has the highest value at Tinj=60BTDC. Moreover, the influence of engine speed shows the same tendency as mentioned above.

becomes smaller for both types of combustion chamber. 3. Local equivalence ratio at the vicinity of spark plug decreases as injection duration becomes long for both types of combustion chamber. Moreover, the highest value of equivalence ratio appears early with shortening the injection duration. And the local equivalence ratio decreases with increasing engine speed. 4. Equivalence ratio in the vicinity of spark plug becomes higher as injection timing retard.

REFERENCES
1. Goto, s., Lee, D., Shakal, J., Harayama, N., Honjyo, F. and Ueno, H., Performance and Emissions of an LPG Lean-Burn Engine for Heavy Duty Vehicles, SAE Paper No.1999-01-1513, 1999. Stavinoha, L. L., Alfaro, E. S., Dobbs, H. H., Villahermosa, L. A. and Heywood, J. B., Alternative Fuels: Gas to Liquids as Potential 21st Century Truck Fuels, SAE Paper No.2000-01-3422, 2000.
1.5

2.

Equivalence ratio [ - ]

1.2

Injection timing 120BTDC Injection timing 90BTDC

1500rpm Solid : Bathtub Plain : Dogdish

0.9

0.6

0.3

CONCLUSIONS
This work aimed to develop an LPG fueled direct injection SI engine. The present work used computational fluid dynamics (CFD) is to examine the changes that occur in the in-cylinder flow field, mixture preparation and combustion due to injection conditions, swirl intensity and geometry of combustion chamber. A numerical simulation was performed using a CFD code(KIVA-3) , where combustion chamber shape of bathtub and dogdish type is used. The results of this work can be summarized as follows : 1. During the intake process, though a great difference is not seen about flow pattern between bathtub type and dogdish type combustion chamber, the swirl flow becomes strong a little for the bathtub type. 2. The rich mixture reaches earlier at the vicinity of the spark plug as an increase of the swirl intensity. But this tendency with the stronger swirl intensity
0.0 240.0 270.0 300.0

Injection timing 60BTDC

330.0 360.0

Crank angle [Deg.]

1.5

Equivalence ratio [ - ]

Injection timing 1.2 120BTDC Injection timing 0.9 90BTDC Injection timing 60BTDC
0.6

2800rpm Solid : Bathtub Plain : Dogdish

0.3

0 240.0

270.0

300.0

330.0

360.0

Crank angle [Deg.]

Fig.6 Equivalence ratio distribution near the spark plug for the injection timing

3.

4.

5.

6.

7.

Hyun, G., Oguma, M., Alam, M., Ehara, R. and Goto, S., Spray Characteristics and Exhaust Emissions of a Diesel Engine Operating with the Blend of Plant Oil and DME, Proc. 6th Annual Conference on Liquid Atomization and Spray Systems-Asia (ILASS-Asia '99), pp. 253-258, 2001. Kuwahara, K., Ueda, K. and Ando, H., Mixing Control Strategy for Engine Performance Improvement in a Gasoline Direct Injection Engine, SAE Paper No.980158, 1998. Preussner, C., Doring, C., Fehler, S. and Kampmann, S., GDI: Interaction Between Mixture Preparation, Combustion System and Injector Performance, SAE Paper No.980498, 1998. Harada, J., Tomita, T., Mizuno, H., Mashiki, Z. and Ito, Y., Development of Direct Injection Gasoline Engine, SAE Paper No.970540, 1997. Amsden, A. A., ORourke, P. J. and Butler, T. D., KIVA- : A Computer Program for Chemically Reactive Flows with Sprays, Los Alamos National Laboratory Report LA-11560-MS, 1989.

8.

9.

Amsden, A. A., KIVA- : A KIVA Program with BlockStructured Mesh for Complex Geometries, Los Alamos National Laboratory Report LA-12503-MS, 1993. Soltani, S. and Veshagh, A., CFD Analysis of Effect of Staggered Intake Valve Timing on Mixture Preparation and Combustion in a Four-valve SI Engine, 1999 Spring Technical Conference ASME, Paper No.99-ICE-169, 1999.

CONTACT
Gisoo Hyun, Dr.Engrg. Clean Power System Research Group Energy Utilization Research Department, National Institute of Advanced Industrial Science & Technology 1-2 Namiki, Tsukuba, Ibaraki 305-8564, Japan Tel:+81-298-61-7863, Fax:+81-298-61-7275 E-mail: gisoo-hyun@aist.go.jp