P.MANOJ KUMAR * et al.

[IJESAT] INTERNATIONAL JOURNAL OF ENGINEERING SCIENCE & ADVANCED TECHNOLOGY

ISSN: 22503676
Volume - 2, Issue - 1, 101 104

EFFECT OF INJECTION ORIENTATION ON FUEL CONCENTRATION IN A DIESEL ENGINE: THROUGH CFD SIMULATION
P.Manoj Kumar1, Prof .V.Pandurangadu2
1

Associate professor ,Department of Mechanical Engineering, Stanley Stephen College of Engineering &Technology, Kurnool, A.P India 2 Departments of Mechanical Engineering, Professor of JNT University, Anantapur, A.P., India

Abstract
In direct injection (DI) diesel engines theAnalysis of fuel spray with various injection orientations has high influence on engine performance as well as exhaust gas emissions. The fuel injector orientation plays very important role in fuel air mixing. A single cylinder four stroke DI diesel engine with fuel injector having multi-hole nozzle injector is considered for the analysis and a computational fluid dynamics (CFD) code, STAR-CD is used for the simulation. In the present study, various injector orientations are considered for the analysis. In-cylinder fuel spray is discussed through the 3D contour plots of fuel concentration at 950, 1000, 1050.and 1100 orientation are considered for the analysis. It is concluded that in case of 1000 orientation there is a balance of spreading of fuel spray on either side of the piston bowl as well as to squish region

Index Terms: Diesel engine, spray, concentration, injection orientations, STAR-CD -----------------------------------------------------------------------***----------------------------------------------------------------------1. INTRODUCTION
Fuel concentration in the in-cylinder fluids can be analysed with fuel concentration 3D contour plots. With the spray distribution plots it can be analysed from the start of fuel spray to till the evaporation of fuel completed. Later on there is no visible fuel droplets. The concentration of fuel air mixtures can be analysed with the fuel concentration plots only. In this section 3-D contour plots of fuel concentration at selected crank angles with various injection orientations are analyzed. Liquid fuel is injected through the nozzle by the fuel injection system into the cylinder through the end of compression stroke. The liquid jet leaving the nozzle becomes turbulent and spreads out as it entrains and mixes with the incylinder air. The outer surface of the fuel jet breaks up into droplets [1]. The initial mass of fuel evaporates first thereby generating a fuel vapour-air mixture sheet around the liquid containing core. Larger droplets provide a higher penetration but smaller droplets are requisite for quicker mixing and evaporation of the fuel [2]. The sprayed fuel stream encounters the resistance from the dense in-cylinder fluids and breaks into a spray. This distance is called the Breakup Distance. Further they vaporize and mix with compressed high temperature and high pressure in-cylinder fluids. At this stage the in-cylinder fluids have above the self-ignition temperature of the fuel. It causes the fuel to ignite spontaneously and initiate the combustion at various locations, where desired condition is prevailed [3]. The spray impinging on the wall of the cylinder becomes an unavoidable. Because of compact high speed DI diesel engines. In fact due to the short distance between injector nozzle and the cylinder walls and also high injector pressures, fuel spray may impinge on the cylinder walls before vaporization takes place. Accordingly spray wall interaction becomes an important phenomenon in high speed DI diesel engines. The spray impingement has a great influence on the distribution of fuel jet, evaporation and subsequent combustion processes. Accordingly injector orientation angle is highly influencing on the spray impingement and subsequent phenomena. In this section the three dimensional plots of spray distribution in a DI diesel engine cylinder for three injector orientation angles at selected Crank angles are presented. The fuel injection parameters are listed in table -2 are considered for the analysis. It is assumed to begin the fuel injection at 10 before TDC and end at 3 after TDC in the duration of fuel injection is 7 CA and the mass flow rate of fuel is considered as 0.0177 kg/sec. A fuel injector with eight nozzles spaced uniformly is considered for the analysis. Due to symmetry in

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P.MANOJ KUMAR * et al. [IJESAT] INTERNATIONAL JOURNAL OF ENGINEERING SCIENCE & ADVANCED TECHNOLOGY construction of fuel injector nozzle a 45 sector is considered for the analysis.

ISSN: 22503676
Volume - 2, Issue - 1, 101 104

Table 2 Injection Parameter Fuel Injection duration Start of injection End of injection Spray orientation angle Total fuel injection per cycle Nozzle hole Diameter Number of injector holes Dodecane 70 100bTDC 30bTDC 950, 1000, 1100 13.76 mg 0.4 mm 8

2. METHODOLOGY 2.1 Engine Geometry and Specifications

In the present work, 450sector is taken for the analysis due to the symmetry of eight-hole injector in the model. The computational mesh when the piston is at Top Dead Center (TDC) is shown in fig: 1. the computational domain comprises of the combustion chamber with piston crown. The number of cells in the computational domain at TDC is 10608. Piston bowl dimensions are given in fig: 2. Engine details are given in table 1 and fuel and injection details are given in table 2

2.2. Initial and Boundary Conditions

It is important to study the in-cylinder fluid dynamics during the later part of combustion and initial part of expansion strokes in DI diesel engines. Analysis is carried out from 40 0 before TDC (bTDC) to 800 after TDC (aTDC), as fuel injection combustion and pollutant formations are taken place during this period.

Figure: 1 Computational Sector mesh used in the engine simulation at TDC

The initial swirl is taken as 2 m/s and the constant absolute pressure and temperatures as 9.87 bar, 583 K respectively. The turbulent model has the Intensity length scale as 0.1 and 0.001 respectively and it shows no traces of fuel and exhaust gases. The initial surface temperatures of combustion dome region and piston crown regions are taken as 450 K and the cylinder wall region has temperature of 400 K

3. EFFECT OF INJECTION ORIENTATION ON FUEL CONCENTRATION

Fuel concentration in the in-cylinder fluids can be analysed with fuel concentration 3D contour plots. The concentration of fuel air mixtures can be analysed with the fuel concentration plots. With the spray distribution plots it can be analysed from the start of fuel spray to till the evaporation of fuel completes. In this section 3-D contour plots of fuel concentration at selected crank angles with various injection orientations are analysed

Figure: 2 Geometric dimensions of Piston Bowl

Table 1: Engine Specifications Bore Stroke Connecting rod length Engine speed 87.5 mm 110 mm 232 mm 1500 rpm

4. FUEL CONCENTRATION AT 40 BEFORE TDC

3-D fuel concentration contour plots at 40 before TDC with various injection orientations are shown in figure 3(a-d). These plots are observed from STAR-CD software package for the developed model.

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P.MANOJ KUMAR * et al. [IJESAT] INTERNATIONAL JOURNAL OF ENGINEERING SCIENCE & ADVANCED TECHNOLOGY In case of 950 injection orientation angle shown in figure 3 (a), it is noticed that the higher concentration of fuel is accumulated in the squish region, it indicates that fuel air ratio is higher at this region. This is due to that narrow space in this region and there is no scope to get adequate air into this region to evaporate fuel, moreover it is a quiescent zone. In case of 1000 injection orientation angle shown in figure 3(b), it is noticed that there is a fuel concentration zones were noticed at the cylinder head of the side walls of the bowl. In case of 105 and 110 injection orientations shown in figures 3(c-d), it is confirmed that at side walls of the bowl fuel jet is striking and there is higher concentration of fuel
0 0

ISSN: 22503676
Volume - 2, Issue - 1, 101 104

(a).950 Orientation

(b) 1000 Orientation

(c) 1050 Orientation

0

(d) 1100 Orientation

Fig: 4 Fuel Concentration Contour Plots at 4 after TDC at Various Injection Orientations

6. FUEL CONSONTRATION AT 80 AFTER TDC

At 80 after TDC, 3-D fuel concentration plots are shown in figure 5(a-d), at this stage peak pressures were noticed and are shown in figure 5, with the help of pressure vs. crank angle profiles. It is clearly visible in case of 95 0 injection orientation angle there is a low concentration of fuel at squish zone and it is still continuing when injection angles are at 1050 and 1100 orientations. 7. FUEL CONCENTRATION AT 100 AFTER TDC 3-D fuel concentration contour plots at 100 after TDC with various injection orientations are shown in figure 6(a-d). At 100 after TDC, peak temperatures are noticed from the temperature vs. crank angle profiles shown in figure 6. At 10 0 after TDC shown in figure 6(a-d), gives the clear picture about the traces of fuel concentration that is left over for combustion. In case of 950 injection orientation angle there is still higher concentration zone continuing at squish region. In case of 1050 and 1100 injection orientation angles are shown in figures 6(c-d), the fuel concentration zones are noticed at the axis of the cylinder and a rich fuel concentration zones are continuing. In case of 1000 injection orientation angle shown in figure 6(b), a very less fuel concentration zones are noticed

(a) 950 Orientation

(b) 1000 Orientation

(c) 1050 Orientation

0

(d) 1100 Orientation

Fig. 3 Fuel Concentration Contour Plots at 4 before TDC at Various Injection Orientations

5. FUEL CONCENTRATION AT 40 AFTER TDC

3-D fuel concentration contour plots at 40 after TDC with various injection orientations are shown in figure 4(a-d). It is observed that in case of 950 injection orientation angle figure 4(a), there is a higher fuel concentration zone at squish region and in case of 1050 and 1100 injection orientation angles figures 4(c-d), higher fuel concentration at side walls as well as bottom of the bowl is noticed. In case of 100 0 injection orientation angle shown in figure 4(b), there is a less concentration than that of the other two cases.

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P.MANOJ KUMAR * et al. [IJESAT] INTERNATIONAL JOURNAL OF ENGINEERING SCIENCE & ADVANCED TECHNOLOGY

ISSN: 22503676
Volume - 2, Issue - 1, 101 104

[6] A.D. Gosmen State of the art of multi dimensional modeling of engine reacting flows oil and gas science technology, Vol.54 (1999). [7] Paul Rodatz, German Weisser, and Franz X. Tanner Assessment of CFD Methods for Large Diesel Engines Equipped with Common Rail Injection System S.A.E. paper (a) 950 Orientation (b) 100
0

Orientati on

(c) 1050 Orientation

(d) 1100 Orientation

0

2000-01-0948. [8] Kuleshov A.S., Model for Predicting Air-Fuel Mixing, Combustion and Emissions in DI Diesel Engines over whole Operating Rang S.A.E. paper 2005-01-2119.

Fig: 5 Fuel Concentration Contour Plots at 10 after TDC at Various Injection Orientations

BIOGRAPHIES 8. CONCLUSION
From the above analysis it is confirmed that the evaporation highly dependent on the spray orientation. In case of 100 0 orientation, there is a balance of spreading of fuel spray on either side of the piston bowl as well as to squish region. Hence it is concluded that 1000 orientation angle gives best result in the fuel air maximum rates P.Manoj Kumar is presently working as an Associate Professor & HOD in the department of Mechanical Engineering Stanley Stephen College of Engineering, Kurnool. He has 12 years of teaching experience. He is about to submit his thesis. He has 5 international one national journal, 2 national conference papers.

REFERENCES
[1] Z. Han, R. D. Reitz, A temperature wall function formulation for variable density turbulent flows with application to engine convective heat transfer modeling. Int. J. Heat Mass Transfer 40(3), pp 613-625 1997. [2] J. Pearson and D. E. Winterbone, A Rapid Wave Action Simulation Technique for Intake Manifold Design, SAE Technical Paper. 900676. [3] Naber, J.D., Reitz, R.D.: Modeling Engine Spray/WallImpingement; SAE Paper 880107, 1988 [4] T. Bo, D. Clerides, A. D. Gosman and P. Theodossopoulos Prediction of the Flow and Spray Processes in an Automobile DI Diesel Engine S.A.E. paper 970882. [5] G.M. Bianchi and P. Pelloni Modeling the Diesel Fuel Spray Breakup by Using a Hybrid Model S.A.E. paper 199901-0226.

Dr. V.Pandurangadu is a professor in the department of Mechanical Engineering JNT University, Anatapur, Anatapur515002, Andhra Pradesh,India. He has more than 25 years of experience in teaching and research. His current area of research includes Alternate fuels for an IC Engines, Combustion of fuels, and Machining of composite materials.

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