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ÉCOLE DOCTORALE

LABORATOIRE PRISME

THÈSE présentée par

Sokratis DEMESOUKAS

17

Discipline:

THÈSE dirigée par :

RAPPORTEURS :

Fabio BProfessore Ordinario, Università di Napoli "Federico II"

Luis LE MOYNEProfesseur, Université de

JURY Xavier TAUZIAMaître de Conférences (HDR), École Centrale Nantes

Dr. Ingénieur, IFP

Andrei BOIARCIUCDr. Ingénieur, Renault SAS

Modélisation 0D/1D de la combustion pour

teurs à allumage commandé

0D/1D combustion modeling for the combustion

systems optimization of spark ignition engines

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direction scientifique plusieurs fois. thèse CIFRE au sein de Renault. remercie M. Xavier Tauzia et M. Cédric Servant et M. Benoit Lorenzon pour avoir fourni les calculs 3D de mécanique des avec les dessins CAO. nous a donné une

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Chapter 1 Context of contemporary SI combustion engines design

1.1 Introduction

1.2 Pollutant emissions and law

1.3 Carbon dioxide emissions and future goals

1.4 The Spark Ignition c

1.5 Solutions for the emissions and consumption reduction

1.5.1 Downsizing by turbocharging

1.5.2 Compression ratio adjustment

1.5.3 Variable Valve Actuation (VVA)

1.5.4 High Research Octane Number (RON) fuels

1.5.5 Mixture Dilution

1.6 Concise description of Spark Ignition combustion and emissions

1.6.1 Nitrogen Oxides (NOx)

1.6.2

1.6.3 Hydrocarbons (HC)

1.7 Research tools for development of Spark Ignition Combustion

1.7.1 Computational Fluid Dynamics tools

1.7.2 Tools for chemical processes description

1.7.3 0D System simulation

1.8 Objectives and structure of this work

Chapter 2 Turbulent premixed combustion: physics and models

2.1 Laminar premixed flames

2.2 Flame stretch

2.3 Aerodynamic turbulence

2.

2.4.1 Flame propagation inside the combustion chamber

2.5 Comparison of turbulent flame models

2.5.1 Laminar flame surface

2.5.2 Laminar flame speed

2.5.3 Aerodynamic turbulence

2.5.4 Eddy Burn Up model

2.5.5 Fractal model

2.5.6 Flame Surface Density model

2.5.7 Results and discussion of the comparison

2.5.8 Conclusion for the comparison of models

Chapter 3 Development and validation of a SI combustion model

3.1 Piston kinematics

3.2 Nu

3.3 Two

3.3.1 Mass and energy conservation

3.3.2 Composition of each zone

3.4 Heat transfer

3.5 Reconstructed heat release rate

3.6 Flame Geometry

3.6.1 Concise description of the flame geometry model

3.6.2 Validation of geometric model

3.7 Overview of the combustion model

3.8 Turbulence

3.9 Flame

3.9.1 Quenching of laminar

3.9.2 Quenching of turbulent flames

3.9.3 Flame

3.10 Validation of f

3.10.1 Experimental setup

3.10.2 Validation results

3.

3.12 Post flame reactions sub

3.12.1 Contribution of CO to the heat release rate

3.12.2 Contribution of HC to the heat release rate

3.13 Validation of post flame reactions sub

3.13.1 Experimental setup

3.13.2 Impact of CO on the heat release rate

3.13.3 Impact of HC on the heat release rate

3.14 Conclusion for the post

3.15 Impact of flame stretch

3.16 Validation of flame stretch sub

3.16.1 Experimental setup for flame stretch impact

3.16.2 Validation results for flame stretch impact

3.17 Conclusion for impact of flame stretch

Chapter 4 Model validation for different engine configurations

4.1 Test bed engine description

4.2 Comparison with optimal advance angle engine test bed results

4.2.1 Typical evolutions of combustion variables in a cycle

4.2.3 Results for all operating points

4.3 Specific tests for sub

4.3.1 Fuel/air equivalence ratio variation

4.3.2 Gasoline/Ethanol fuel

4.3.3 Variable valve timing

Chapter 5 Conclusion and Perspective

5.1 Comparison of turbulent premixed combustion models

5.2 Flame

5.3 Post flame reactions

5.4 Impact of flame stretch on heat release

5.5 Model validation for different engine configurations

5.6 Perspective

Appendix A Thermodynamic model

A.1 System of differential equations

A.2 Composition of fresh gases zone

A.3 Composition of burnt gases zone

A.4

Appendix B Geometric model

B.1 Burnt gas volume calculation

B.2 Mean flame surface calculation in function of the distance from the wall

Appendix C Flame Surface density equation

Appendix D Supplementary results of optimal advance configuration Appendix E Résumé du manuscrit en français E.1 Contexte de la conception contemporaine des moteur à allumage commandé

E.2 Combustion de pré

E.4 Validation du modèle pour des différentes configurations de moteur

E.5 Conclusions et perspectives

References

Nomenclature

Abbreviations

0D Zero Dimensional (only function of time)

1D One Dimensional (only one spatial variable and time)

BDC Bottom Dead Center

CAD Computer Aided Design

CAXX Crank Angle when XX % of charge has been burnt

CFD Computational Fluid Dynamics

DEM Dilution Exponent Multiplier

DI Direct Injection

DNS Direct Numerical Simulation

EGR Exhaust Gases Recirculation

EVC Exhaust Valve Closing

EVO Exhaust Valve Opening

EXX Fuel with XX % volume fraction of ethanol and 1-XX % of gasoline

FSD Flame Surface Density

HC HydroCarbons

IMEP Indicated Mean Effective Pressure

IVC Inlet Valve Closing

IVO Inlet Valve Opening

KPP Kolmogorov Petrovskii Piskunov

LES Large Eddy Simulation

LHS Left Hand Side

LHV Lower Heating Value

PFI Port Fuel Injection

RANS Reynolds Averaged Navier-Stokes

RBG Residual Burnt Gases

RHS Right Hand Side

RON Research Octane Number

SI Spark Ignition

TDC Top Dead Center

TKE Turbulent Kinetic Energy

VCR Variable Compression Ratio

VVA Variable Valve Actuation

VVL Variable Valve Lift

VVT Variable Valve Timing

Latin letters

A 2 cp, cv D D3 Da Dm 2 Dth 2 h HP hr J 2 K k Ka kf/b Ki L Le LT m M Ma N

Ntumble

p P Pe Q R Re Rf s sb Sc sL sR sT t T u U u V 3 v 3 X xb y Y yb Ze

Greek letters

Ƚ Exponent for temperature (-)

Ⱦ Exponent for pressure (-)

ɀ Ratio of specific heats cp/cv (-)

Ȟ Efficiency function (-)

Ɂ Distance of the flame from the wall (m)

ɁL Laminar flame thickness (m)

Ɂp Thickness of preheat zone (m)

Ɂr Thickness of reaction zone (m)

ɂ Geometric compression ratio (-)

Ʉ Efficiency (-)

Ʌ Crank angle (deg)

Ɉ Flame stretch (sec-1)

ɉ Thermal conductivity (W/m/K))

Ɋ Wavenumber (m-1)

ɉT ȉM\ORU OHQJPO P

ɋ Kinematic viscosity (m2/sec)

ȩ Flame wrinkling (-)

ȭ Flame Surface Density (m2/m3)

ɔ Fuel/Air equivalence ratio (-)

ɘeng Engine speed (rad/sec)

Indices/Exponents

0 Typical definition

air Air b Burnt gases b Backwards (reaction) c Crevice d Displacement e Exhaust ent Entrainment eq Chemical equilibrium equ Wrinkling equilibrium f Forward (reaction) ff Flame front fl Full load free Free flame fuel Fuel i Inlet inf Influence

L Laminar

P Piston

p Preheat pf Post flame

Q Quenching

r Reaction

ST Stoichiometric

T Turbulent

t Turbulent u Fresh gases w Wall

Chapter 1

1.1 One of the major challenges for spark ignition engines, as well as for any type of thermal Figure 1-1: Number of vehicles per 1000 inhabitants in various regions (Years 1999 and 2009) [2] 24,9
157,7
101,2
620,9
169,7
363,9

583,3560,9

828,04

0 100
200
300
400
500
600
700
800
900

Africa

East Asia,

Middle

East

CanadaSouth

America

Europe,

East

Europe,

West

PacificUSA

Vehicles per 1000 inhabitants

20091999

Chapter 1: Context of contemporary SI combustion engines design 1.2

According to specific studies

x, esp

2, cause respiratory problems

Figure 1-2: Pollutant emissions limitations passenger vehicles with Spark Ignition engines in European Un-

ion. [5] x, CO and HC emi 1.3 As it

1,E+00

1,E+01

1,E+02

1,E+03

1,E+04

Carbon

Monoxide CO

HydroCarbonsNon-Methanic

HC

NOxHC+NOxParticulate

Matter

Emissions (mg/km)

Pollutants

Euro 1 (1994)Euro 2 (1998)Euro 3 (2000)Euro 4 (2005)Euro 5 (2009)Euro 6 (2014) Chapter 1: Context of contemporary SI combustion engines design

2O) is 270 times more powerful as a global warming gas

2/km

2/km in 2002. In the scope of a similar effort, various

Figure 1-3: Contribution of the various greenhouse gases to the problem of global warming [3] 64%
19% 6% 5%5%

Carbon dioxide

Methane

Nitrous oxide

CFC 12

Other organic substances

Chapter 1: Context of contemporary SI combustion engines design Figure 1-4: Comparison of global CO2 regulations for passenger cars, in terms of NEDC gCO2/km. [7] 1.4 The

This is why sometimes a SI engine is also

The value of fuel/air equivalence ratio ߮

݉) in the charge. When߮Ps, the mixture is rich (fuel in excess) and when ߮

݉௙௨௘௟ௌ் (1-1)

Figure Figure During the intake stroke the

Chapter 1: Context of contemporary SI combustion engines design

Figure 1-5: Strokes of a 4-stroke Spark Ignition engine. All four strokes make a cycle. The colored ar-

rows show the direction of the piston displacement. Figure 1-6: Duration of the four strokes of a SI engine. The overlap period when intake and exhaust valves are simultaneously opened is visible. 1

Intake

SI

Top Dead Center (TDC)

Intake

Compression

E Chapter 1: Context of contemporary SI combustion engines design

Figure 1-7: Ideal throttled constant volume cycle

(Otto cycle). Combustion is ideally considered to occur instantly so as that the volume does not change.

Figure 1-8: Logarithmic (logP-logV) ideal throt-

tled constant volume cycle (Otto cycle). (See Figure

1-7). Exhaust pressure is higher than intake pres-

sure due to the throttling.

݌௜ൌL௘) is assumed, i

݉௙: fuel mass, ܳ

Pressure

Volume

IntakeCompression

CombustionExpansion

Exhaust

0 log(Pressure) log(Volume)

IntakeCompression

CombustionExpansion

Exhaust

0 Chapter 1: Context of contemporary SI combustion engines design Figure 1-9: Typical LogP-LogV diagram of a SI engine functioning at part load. Applying logarithm

permits a more clear view of the different strokes, the valve openings and closings, the spark ignition as

well as the valve overlap period when intake and exhaust valves are open simultaneously. IVO/IVC stand

for Inlet Valve Opening and Closing and EVO/EVC stands for Exhaust Valve Opening and Closing. SI stands for Spark Ignition. IVC IVO EVO EVC

Ignition

log(Pressure) log(Volume) 0 Chapter 1: Context of contemporary SI combustion engines design 1.5 Figure 1-10: Efficiencies of a three-way catalyst for the reduction of CO, NOx and HC emissions in function of fuel/air equivalence ratio ij [8]

From the era of Euro 1 regulations,

x x x CO NOx HC

Stoichiometric

20 30
40
50
60
70
80
90
100

0,980,9850,990,99511,0051,011,0151,02

Catalyst efficiency (%)

Fuel/Air equivalence ratio ij(-)

Chapter 1: Context of contemporary SI combustion engines design Figure 1-11: Comparative analysis in terms of cost of specific technologies for SI engines with re- duced CO2 emissions [9] 1.5.1

Irrespective of displacement,

Conventional

PFI

Stratified DI

Turbo DI with

EGRTurbo, stratified

DI

Turbo, lean

charge DI 0 5 10 15 20 25

0102030405060

Reduction of CO

2emissions (%)

Cost increase of the control system (%)

Chapter 1: Context of contemporary SI combustion engines design 1.5.2 Figure 1-12: Comparison of main categories of friction losses: friction mean effective pressures atquotesdbs_dbs29.pdfusesText_35

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