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Australian J ournal of Basic and Applied Sciences, 5(12): 2513-2521, 2011

ISSN 1991-8178
Corresponding Author: Fathollah Ommi, Assistant Professor, Tarbiat Modares University, Tehran, Iran.
E-maiil: fommi@modares.ac.ir
2513
Reviewing the Forces on the Drops of Fuel into the Combustion Chamber
of Diesel OM-355 with a Numerical Simulation

1
Fathollah Ommi,
2
Seyed Shahab Aldin Alavioun,
3
Ali Mirmohammadi and
4
Koros Nekofar


1
Assistant Professor, Tarbiat Modares University, Tehran, Iran.
2
Ms student, Tarbiat Modares University, Tehran, Iran.
3
PhD student, Tarbiat Modares University, Tehran, Iran.
4
Assistant Professor, Islamic Azad University, Chaloos Branch, Chaloos, Iran.

Abstract: Fuel system is one of the main systems affecting engine performance which is optimized to
the task required and spraying fuel into the combustion chamber. Analysis of spray structure is very
important because it controls all the profile of sprays including drop size, velocity distribution, spray
angle, spray penetration and automation measurements, process of fuel and air mixing, combustion,
emissions of pollutants of engine and engine performance. Spray penetration depends on the injection
pressure, aerodynamic drag force and the physical properties of fuel and air pressure which is inside the
cylinder. Among the factors cited for the exact prediction of spray penetration, drag coefficient calcula-
tions are very important factors. In this paper to investigate the forces imposed on the fuel droplets and
fuel injection parameters of the combustion chamber of diesel OM-355 by using a three dimensional
model code KIVA-3V. To determine the aerodynamic drag force, drag coefficient drops and the level
depicted in the flow direction must be available. Drag force on the speed drops and the location is a
function of time which is effective. Results showed that drag coefficient is a function of Reynolds
number and droplet fluctuation domain, the disturbance model
c RNGk
in comparison to the mod-
el c k is standard, the drag coefficient is predicted more and by using the breaking wave model near
the injector spray penetration to defeat Taylor model results more and is closer to the experimental re-
sults.

Key words: Diesel engine, Code KIVA-3V, Spray penetration, Forces on the droplet.

I NTRODUCTI ON

The first physical phenomenon which affects the fuel spray is the fracture phenomenon. Due to the high
pressure spray that today is used in diesel engines, liquid fuel gets into the combustion chamber with high speed
and just after leaving the nozzle spray cone shape breaks. For this section of spray that is faced with fracture
which occurs in high-pressure fuel injection systems is called primary fracture. Primary fracture causes the large
droplet sprays to be formed around the nozzle.
The subsequent fracture which divides the drops resulted from the initial fracture into smaller droplets is
called secondary fracture and it occurs due to aerodynamic forces between the drop and surrounding gas. Frac-
ture of droplets happens due to aerodynamics of fuel through the relative velocity between drop and surrounding
gas. Aerodynamics forces cause to induce the growth of instability waves in the interface of gas - liquid or the
entire drops, which ultimately led to dispersion and formation of smaller droplets.
The models which are used for secondary fracture include instability method of Kelvin - Helmholtz, insta-
bility approach of Rayleigh - Taylor and the scale fracture method of Taylor (TAB). A lot of efforts have been
done in recent years to replace more accurate and better methods for secondary modeling fracture of droplets
and adding the following programs for early prediction of droplet analysis.
Spray structure in the combustion chamber of engine is dependent to the primary chamber temperature and
pressure variables, temperature and initial pressure sprays, droplet diameter which is sprayed, spray angle, noz-
zle diameter and fracture of droplets in the injector. Generally the structure of spray is dependent to two impor-
tant factors of spray system and analysis method in the container. Precise control of fuel injection and spray
formation is necessary to improve the combustion process.
Since the droplet evaporation and combustion is very complex, to review these processes experimental
equipment for studying these processes based on trial and error are made which have high cost. One of the im-
portant achievements in the field of information to increase the evaporation and combustion of fuel sprays is
numerical solution of equations by computer which in the last two decades numerical spray combustion have
been presented by many researchers.
Computational Fluid Dynamics technique due to predicting detailed flow field, heat transfer and combus-
tion process in the combustion chamber, especially in diesel engines has found wide application. In this regard
Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2514
J ung, Voight, Brokel and Chai did numerical modeling of unstable flow of spherical drops of fluid under the
influence of gravitational force and drag coefficient to examine the speed drops to (Yung C.N. et al., 1991).
Orork and Baraku proposed a relation for sprays that contain spaces of local effects (gas, air) in the drag
coefficient (O Rourke, P.J . et al., 1980). The effect of drag coefficient and droplet fracture on the fuel has been
investigated by Liu, Mather and the Ritz (Liu, A.B. et al., 1993). Liu, Abukata and Ritz presented some valuable
relations that showed the amount of deviation of the drop toward drag coefficient. They use dynamic models of
drag drops and they achieved the shape coefficient it drip out of the spherical mode coefficients was between the
values of droplet drag of spherical shape and a flat disk (which its drag coefficient for high Reynolds numbers,
3.6 times the drag of coefficient drop with spherical shape) (Liu, Z. et al., 1997).
Silverman and Srignanu by using a model that includes contacts of fuel droplets with each other, they used
a new method for modeling of sprays. This model was used to study the effect of droplet evaporation and
movement of hot gases in the spray. Probability distribution of droplets and the effect of collision droplets for
evaporation between adjacent droplets caused the use of correction coefficients on different factors such as drag
coefficient and the Naselt number that are affected by droplet collision. If this model considering the effect of
drag coefficient for droplet collision, the correction factor for the correction coefficient is used for drag single
drop. The results of this reference show that the contract of droplets reduces the coefficient of drops drag and
therefore increase the speed in comparison to a single drop mode. Therefore, spray penetration is much in com-
parison to the state that there is a single drop (Silverman, I. et al., 1994).
In this research work the code KIVA - 3V which is a computational fluid dynamics code is use for model-
ing of diesel combustion chamber OM - 355. The purpose of this study is considering the aerodynamics forces
on fuel droplets in the aerosol space inside the combustion chamber.

Modeling of Drag Force on Droplets:
Relative velocity between drops and air drop reduces the droplets speed due to momentum transfer to the
air it increases the speed of the gas phase. Equation for spherical drops of r radius that moves with a relative
speed
rel
u ratio to gas is as the equation (1) (Yung, C.N. et al., 1991).

2
2
3 2
3
4
2 dt
x d
r A C u F
l f D rel
g
drag
t

= =
(1)

In the above relation
2
r A
f
t =
is the imaged spherical level and C
D
is the drag coefficient for rigid drop
which is commutated according to the relationship (2).

>
s
|
|
.
|

\
|
+
=
1000 Re 424 . 0
1000 Re
6
Re
1
Re
24
3 2
,
g
g sphere D
C
(2)

which the Reynolds number is equal to g g rel g
u r 2 Re =
.

Dynamic Modeling of Drag Droplet:
When liquid drops gets into the gas flow with high Weber number it is deformed shape in contrast with gas,
it loses its spherical form (Fig.1), so the drag coefficient is a function of Reynolds number and droplets fluctua-
tions amplitude. Liu used TAB model to predict the deviation drops (y). He amended the droplet drag coefficient
relation by using the experimental results. Given that the droplet drag coefficient is in the spherical droplet drag
and disk (disk drag coefficient is 3.6 times the droplet drag coefficient), he used the simple linear relation for the
dynamic drag coefficient (Liu, A.B. et al., 1993).

Spray Equation:
Code KIVA - 3V uses spray formulation equation approach for the expression and distribution of droplet
fluctuations. In the sprays equation formulation, droplets sprays are expressed by probability distribution
of
) , , , , , ( y y T r v x f
d

.
Here v x, indicate speed and location of a drop and r is the radius of spherical drops,
d
T is
the droplet temperature, y is the amount of deviation from sphericity and y is diversion rate. Probability distribu-
tion function is applied in the following equation:

( ) y C C
Sphere D D
. 632 . 2 1
,
+ =

(3)
Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2515

( ) ( )
( ) ( )
( ) ( )
bu call
d
d
v x
f f
y
y f
y
y f
T
T f
r
fR
fF fv
t
f

+ =
c
c
+
c
c
+
c
c
+
c
c
+ V + V +
c
c
. .
(4)



Fig. 1: Is the Drag Force Dynamic Model for deformed droplet (Liu, A.B. et al., 1993).

The quantities
y T R F
a
, , ,
are the rate of changes in speed, radius, temperature and deviation from a single
drop and also f
call
and f
bu
indicates the terms of spring resulted from the drop contact and dispersion.

Measurements of Basic Motor:
Fuel injection system in OM - 355 engines which was investigated in this research is a type of injector
pump that is a mechanical row governor. The OM - 355engine has been designed at a time that the issue of air
pollution was not something important. According to the progress happened since the fuel injection system and
combustion chamber design we can optimize fuel injection system with emission and to reduce the fuel of that.
Geometrical conditions and operation conditions of OM - 355 motor are shown in the table (1).

Table 1: Specification of OM - 355 Engine.
Cylinder Diameter 128 mm
Piston movement length 150 mm
Connecting rod length 280 mm
Distance fromthe cylinder head above the point of death 1/86 mm
Injector nozzle diameter 0/385 mm
Number of nozzle holes 4
Fuel cone angle 150
Fuel injection timing 15 before the top point of death
Fuel injection length 17 of Crankshaft angle
Injection pressure 195 bar
Initial fuel temperature of drops 350 Kelvin
Initial temperature 420 Kelvin
Initial pressure 1/55 bar

Engine Modeling:
Three-dimensional model of the combustion was developed by ICEM CFD software. Networking operation
with the organization in the environment took place in ICEM CFD / HEXA; Based on the calculation accuracy
and reduced volume of calculations, the number of required network was selected. For modeling of fracture,
both droplets fractures similar to the models Taylor and Kelvin Helmholtz wave was used in Code KIVA-3V to
carefully evaluate them by drag force calculations. The standard model of c k and c RNGk turbulence mod-
els were used to compare their effects in calculating drag force.

I ndependence from the Network:
In order to prove independence results related to the size of the network results and the influence of cylinder
pressure sprays for three lattice networks with equal number of 30,000, 40,000 and 50,000 were compared in the
charts 2 and 3.
The results show that the answers for medium and fine networks are converged and they are independent
from the network, if the networking be fine, the computing time increases, so all the calculations for this re-
search networks have been conducted for medium (containing 40000 networks).


Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2516
0
10
20
30
40
50
60
70
-120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120
Crank angle (degrees)
C
y
l
i
n
d
e
r

P
r
e
s
s
u
r
e

(
b
a
r
)
40000=
30000=
50000=


Fig. 2: The combustion pressure curve toward the crank shaft angle for networks with different sizes.

As you can see in Figure 3 spray penetration for large networks is lesser than small networks. After the start
of fuel injection, the around air drops do the exchange of momentum and for large networks more energy is
transferred to the surrounding gas and droplet acceleration is reduced because the Code KIVA - 3V uses relative
velocity between the drops of fuel and gas around the cell closest to calculate the drop resistance forces into the
drop, therefore the relative rate was higher for large networks, the drag force on the drop is increased and level
of spray penetration is reduced.

0
5
10
15
20
25
30
35
40
0 0.2 0.4 0.6 0.8 1 1.2
Ti me after i nj ecti on(ms)
S
p
r
a
y

t
i
p

P
e
n
e
t
r
a
t
i
o
n
(
m
m
)
50000=
40000=
30000=


Fig. 3: The influence of spray per unit time for different sizes of computing network.

I ndependence of the Computational Period:
Ranged internal combustion of engines in modeling sets the relation between time and angle of crank shaft.
Indeed by using the formula (5) we can calculate the value equal to the angle of rotation of crank shaft with the
chosen time duration.

rees Crank rpm Timestep deg 360 * * ) 60 / ( =
(5)

Given that the engine speed investigated in this study is 1400 rpm if the period of time be considered
6
10


from the above relation the amount equal to the period will be 0/ 0084 which is the rotation degree of crank
shaft.
The chart of the Figure 4 shows that the calculation results for the spray period is
5
10

with the time inter-


vals
6
10

and
7
10

is higher. If the time period be chosen


7
10

the calculation time increases, while the results


show that for the time intervals of
6
10

and
7
10

the answers are almost equal, so all calculations of this research


have been done for the time interval
6
10

.

Accuracy of Numerical Results:
In proving the accuracy of numerical results, the cylinder pressure curves obtained from numerical solution
are compared with experimental results. Experimental measurements in research and development unit of the
company Idom by using the dynamometer of static and using the Foucault electromagnetic flow model W400
from Shink factory in Germany and other parameters measured by thermocouple and transducer systems with
accurate fuel consumption, engine speed and load on the engine braking as digital room control has been rec-
orded.
Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2517


Fig. 4: Influence of spray per unit time for different time intervals.

In Figure 5, the pressure experimental curve of cylinder pressure according to the angle of crank shaft was
compared with numerical values. According to the diagrams it is observed that a good agreement exist between
experimental and theoretical results.
As seen in Figure 5 the maximum amount of pressure resulting from the numerical solution is in good
agreement with experimental results. Fuel injection with high speed is suitable and required for disperse of that
inside the cylinder and mixing with air. Fuel injection starts in 15 degrees before the high point of death and
after the ignition delay period, the pressure inside the chamber is increased very quickly.
After ignition, when all the fuel and air mixture which is inflammable is used, the rest of the combustion
process is controlled with fuel injection rate. Combustion duration longer than 17 degrees is related to fuel injec-
tion. This is because some of the fuel particles need much time to be mixed with air and establish a flammable
mixture. So the combustion of the power stage continues for a long time. This issue could be seen in Figure 5, as
long as piston is in 30 degrees above the point of death.



Fig. 5: Experimental and theoretical curves of cylinder based on crank shaft angle.

On the other hand for more consideration of the results of numerical solution, power carve according to the
engine speed by using numerical solution can be obtained. To obtain this curve, Code KIVA - 3V was con-
ducted in different period. Figure 6 shows the curves of experimental power and simulated one of OM - 355
engines.
The relation 6 shows the dependency of power to engine rotation which increases with the increase of en-
gine rotation.

( )
10000
36 . 1
=
F N K
hp Power
(6)

which F is the engine load (N), N: Engine Rotation (RPM) and K: is the correction factor.
Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2518
As observed in Figure 6, the trends observed trends of simulated curve is consistent with experimental
curve, but the theoretical curve can be somewhat higher than the curve is experimental because in the numerical
calculations the frictional losses are not counted.

100
120
140
160
180
200
220
240
260
1000 1200 1400 1600 1800 2000 2200
Engi ne Speed (rpm)
P
o
w
e
r

(
H
P
)
OM-355
Experimental
Kiva-3v


Fig. 6: Experimental and Simulated Power curve of the engine.

Results:
Liquid fuel is injected as packages of droplets. Calculations performed to obtain the amount of sprays pene-
trate the farthest place close by to drop spray nozzle injector is defined. Figure 7 shows the chart of the influence
of spray toward the time after the fuel injection. It is observed that after the start of injection the spray penetra-
tion fuel continues until the evaporation rate become equal with the rate of fuel which was sprayed and it will
fluctuate around this value. It is also observed that the initial spray penetration linearly increases with respect to
time and this increase after the 0/5 ms following the fracture of jet occurs lesser than t
.
Spray penetration depends on the injection pressure, drag coefficient, the physical properties of fuel and air
pressure which is inside the cylinder. Among the factors listed in drag coefficient is an important variable, as a
result the drag coefficient calculations are very important to predict the exact influence of sprays.

0
5
10
15
20
25
30
35
40
0 0.2 0.4 0.6 0.8 1 1.2
Time aft er injection(ms)
S
p
r
a
y

t
i
p

P
e
n
e
t
r
a
t
i
o
n
(
m
m
)


Fig. 7: sprays penetrate toward to the start time of fuel injection.

To determine the aerodynamic drag force, the drag coefficient drops and the level depicted in the flow di-
rection must be available. Drag force on the speed drops and the location is a function of time and it is effective.
When a drop of fuel gets into the air flow inside the combustion chamber, it loses its spherical shape as a
result of odds with the air. So drag coefficient is a function of Reynolds number and amplitude fluctuations.
Since in the code KIVA - 3V the relation of drag coefficient is corrected by using the modified experimental
results, the coefficient drag of drops are deformed and in the area of drag coefficient, there is spherical and disc
shaped drops. Figure 8 shows the graph of drag coefficient ratio to the Reynolds number that by using the nu-
merical solution the standard turbulence models c k are obtained by Code KIVA - 3V for the engine OM - 355.
By comparing the results of the Figure 8 with the experimental values of the reference graph Figure 9 (Chryssa-
kis, C.A and Assanis, D.N., 2005) it is observed that the drag coefficient according to the drop deformation ex-
ists in the spherical droplet drag coefficient and flat disk.
Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2519
The fluctuations of drag coefficient are due to the disturbances of air flow inside the chamber and the air
flow effects on the droplet surface. In the following the program of drag force computation, changes and fluc-
tuations due to relative motion between the drops and the gas drops and its effect on the drag coefficient is con-
sidered. Drag coefficient variation could be computed by the following programs. The use of this program for
diesel spray engine indicated that a lot of influence spray drag coefficient is affected because the drop size is
affected by drag coefficient.

0
0.5
1
1.5
2
2.5
0 100 200 300 400 500 600 700 800
Reynol ds number
D
r
a
g

c
o
e
f
f
i
c
i
e
n
t


Fig. 8: Is the drag coefficient ratio the Reynolds number.



Fig. 9: Is the drag coefficient ratio the Reynolds number for spherical drops and deformed drops and disk.

Figure 10 shows the chart of drag coefficient ratio the Reynolds number by applying turbulence models
c RNGk .
The turbulence model c RNGk is a developed flow in the combustion chamber ratio the standard model
c k it predicts more accurate and compliance will flow lines with corners in the combustion model is better
than the standard model c k .The existence of bowl piston causes increases turbulence kinetic energy of vortex.
The effect of these vortexes in combustion chamber, especially at the end of compression stage is important. By
comparing the charts 8 and 10 it is observed that if applying the disturbance model c RNGk take places instead
of the standard model c k the drag coefficient increases and its reason is the better predict of vortexes in the
mode c RNGk and the deviation of most droplets is from sphericity state.
Figure 11 indicates the spray penetration curves for the fracture models and wave fracture of Koloin Helm-
holtz. The wave fracture model of K Helmholtz considers a new droplet size due to the fracture of the larger
droplets appropriate wavelength waves that were unstable drops. Small droplets that are predicted by this nozzle
near the model have more effective level and they evaporate so quickly. Thus, as in Figure 11 is observed, by
using the wave model, the wave fracture of injector spray penetration ratio to the results of Taylor are higher
and they will be closer to the experimental results.


Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2520
0
0.5
1
1.5
2
2.5
0 100 200 300 400 500 600 700 800
Reynol ds number
D
r
a
g

c
o
e
f
f
i
c
i
e
n
t


Fig. 10: Is the drag coefficient ratio the Reynolds number for the model c RNGk .

0
5
10
15
20
25
30
35
40
0 0.2 0.4 0.6 0.8 1 1.2
Time af ter injection(ms)
S
p
r
a
y

t
i
p

P
e
n
e
t
r
a
t
i
o
n
(
m
m
)
TAB
WAVE


Fig. 11: Spray penetration for different fracture models of drop.

Figure 12 indicates the changes in the average radius of hider ratio similar fracture models of Taylor and
wave fracture. The average diameter of hider to the nozzle in a short distance from nozzle is reduced critically
and then is fixed strongly around the value. It is observed during the interval 0.5 ms; the average diameter of
drops is reduced to about the value 20 m.
It is also observed that the droplet diameter at the nozzle exit is equal to the value of nozzle diameter; the
drops reduce when the Weber number is high because of their diameter fracture in a short interval. As observed
in Figure 12 in the downstream of flow in areas away from the nozzle,both models have almost similar results,
but since in the similarity model of Taylor, the small droplets associated with larger droplets, they were not con-
sidered, so there were big differences in the average radius calculated two models near to the nozzle area.
These smaller droplets increase the effective level of spray droplets strongly that this issue causes the aver-
age hider diameter to be smaller.

0
20
40
60
80
100
120
140
160
180
200
0 0.2 0.4 0.6 0.8 1 1.2
Time af ter injection(ms)
S
a
u
t
e
r

m
e
a
n

r
a
d
i
u
s
(
m
m
)
TAB
WAVE

Fig. 12: The Medium Diameter Curve of Congealers for different models of droplet fracture.
Aust. J. Basic & Appl. Sci., 5(12): 2513-2521, 2011
2521
Conclusion:
1. Spray penetration results ratio time showed that the initial spray penetration linearly increases with respect
to time and this increase after 0.5 ms following the fracture of jet occurs with the lesser rate of t
.

2. Drag coefficient is a function of Reynolds number and amplitude fluctuations of droplets.
3. Spray will penetrate as long as the kinetic energy be taken by the aerodynamic force from the air and be
broken into the smallest droplets. As soon as the droplets became small sufficiently, the evaporation starts.
4. The disturbance model c RNGk ratio the standard model c k , predicts the drag coefficient which its
reason is better predicts of vortexes in the model c RNGk and more deviation of droplets from sphericity
state.
5. By using the wave fracture model, the level of spray penetration near the injector ratio to the Taylor fracture
model results increases and it will be closer to the experimental results.

Symbols:

Drag Force Coefficient,
D
C

Medium Congealer Diameter,
SM
D

Engine Round (RPM), N
Pressure( ) Pa , P
Reynolds Number, Re
Drop Radius( ) m
, r R,
Density ( )
3
m kg ,


Viscosity Coefficient

,( ) ms kg

REFERENCES

Baumgarten, C., 2006. Mixture Formation in Internal Combustion Engine.
Chryssakis, C.A. and D.N. Assanis, 2005. A Secondary Atomization model for Liquid Droplet Deformation
and Breakup under High Weber Number Conditions, 18th Annual Conference on Liquid Atomization and Spray
Systems, Irvine, CA.
Liu, A.B., D. Mather and R.D. Reitz, 1993. Effects of Drop Drag and Breakup on Fuel Sprays, SAE Paper
930072.
Liu, A.B., D. Mather and R.D. Reitz, 1993. Modeling the Effect of Drop Drag and Breakup on Fuel Sprays,
SAE paper 930072.
Liu, Z., T. Obokata and R.D. Reitz, 1997. Modeling Drop Drag Effects on Fuel Spray Impingement Direct
Injection Diesel Engines, SAE Paper 971256, pp: 9-22.
ORourke, P.J . and F.V. Bracco, 1980. Modeling Drop Interactions in Thick Sprays and a Comparison with
Experiments, in: Stratified Charge Automotive Engines,I. Mech. E. Conference Publications, Automobile Divi-
sion of the Institution of Mechanical Engineers, Westminster, London UK, pp: 101-116.
Silverman, I. and W.A. Sirignano, 1994. Multi-Droplet Interaction Effects in Dense Sprays, Int. J . Multi-
phase Flow, 20(1): 99-116.
Yung, C.N., K.J . De Witt, J .L. Brockwell and A.T. Chai, 1991. The Transient Motion of a Spherical Fluid
Droplet, Chem. Eng. Comm., 110: 163-186.

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