Computational investigation of diesel nozzle internal flow during the complete injection event

[EN] Currently, diesel engines are calibrated using more and more complex multiple injection strategies. Under these conditions, the characteristics of the flow exiting the fuel injector are strongly affected by the transient interaction between the needle, the sac volume and the orifices, which are not yet clear. In the current paper, a methodology combining a 1D injector model and 3D-CFD simulations is proposed. First, the characteristics of the nozzle flow have been experimentally assessed in transient conditions by means of injection rate and momentum flux measurements. Later, the 3D-CFD modeling approach has been validated at steady-state fixed lift conditions. Finally, a previously developed 1D injector model has been used to extract the needle lift profiles and transient pressure boundary conditions used for the full-transient 3D-CFD simulations, using adaptive mesh refinement (AMR) strategies to be able to simulate the complete injection rate starting from 1 mu m lift.This work was partly sponsored by "Ministerio de Economia y Competitividad'', of the Spanish Government, in the frame of the Project "Estudio de la interaccion chorro-pared en condiciones realistas de motor'', Reference TRA2015-67679-c2-1-R. The authors would like also to thank the computer resources, technical expertise and assistance provided by Universidad de Valencia in the use of the supercomputer "Tirant''. 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MODELS OF TURBULENCE. APPLICATIONS TO PARTICULATE MIXING INDUCED BY TRAFFIC FLOW IN URBAN AREAS.

In this work we address our attention to the estimation of the contribution of non-exhaust sources, like brake abrasion, tire and road wear and resuspension of particles, to the final PM air concentration; particularly we focus our investigation on the resuspension of PM deposited on road pavement surfaces and raised by the air turbulence produced by the vehicles flux, under urban and extra-urban traffic conditions. Our approach to the problem is based on modeling techniques. We refer to measurement data from literature to determine the selected empirical parameters contained in our models. Analytical models based on algebraic eddy diffusivity hypothesis are applied to describe the mean statistical component of flow generated by air recirculation inside a canyon and by the far-wake structure besides moving vehicles of simplified geometrical shapes. The analysis of the far wake solutions is suitable to the description of vehicle wakes interaction, which permits to apply our analysis to different driving cycles conditions. Numerical simulations based on finite element discretization of suitable two-equation turbulence models are employed to describe near-wake structures, which cause the strongest mixing of atmospheric pollutants and resuspension of road dust. These different components of turbulence fields at different scales of the street geometry are composed to define a set of operational and numerical models for the dispersion dynamics at the canyon scale of two classes of PM10 pollutants, corresponding to a Soot and a road dust components. The deposition and the resuspension of pollutants are described by resistance and filtration models on porous asphalts, inserting the corresponding terms in the dispersion equations as suitable boundary conditions on the ground. We estimate the resuspension fraction of traffic-related PM10 emissions at the tailpipe, through a simplified linear-emission model, considering representative data describing traffic statistics coming from empirical data. Profile laws of resuspension factors are drawn, for different vehicles geometries and velocities, and how resuspension changes with different asphalt characteristics. The results are applied to typical traffic situations in the city of Milan, studying the effect of implementations of different reduction scenarios to the total amount of traffic-related PM10 emissions. The results point at a new approach to the local PM10 reduction policies, based on more effective asphalt design and maintenance. Finally, we apply one of the dispersion operational models to the case of a congested urban traffic configuration in a canyon street, in order to obtain the pollutant spatial distribution

Research on the fluid dynamics of diesel injection systems, design of innovative closed-loop control strategies, assessment of a new flowmeter for high-pressure fluids and 1D modelling of liquid and gaseous flows

L'abstract è presente nell'allegato / the abstract is in the attachmen

ECOS 2012

The 8-volume set contains the Proceedings of the 25th ECOS 2012 International Conference, Perugia, Italy, June 26th to June 29th, 2012. ECOS is an acronym for Efficiency, Cost, Optimization and Simulation (of energy conversion systems and processes), summarizing the topics covered in ECOS: Thermodynamics, Heat and Mass Transfer, Exergy and Second Law Analysis, Process Integration and Heat Exchanger Networks, Fluid Dynamics and Power Plant Components, Fuel Cells, Simulation of Energy Conversion Systems, Renewable Energies, Thermo-Economic Analysis and Optimisation, Combustion, Chemical Reactors, Carbon Capture and Sequestration, Building/Urban/Complex Energy Systems, Water Desalination and Use of Water Resources, Energy Systems- Environmental and Sustainability Issues, System Operation/ Control/Diagnosis and Prognosis, Industrial Ecology

METODOLOGÍA PARA LA MEDIDA DE PARTÍCULAS EN CONDICIONES DINÁMICAS DE OPERACIÓN DEL MOTOR DIÉSEL

Las estrictas normativas aplicadas a los motores Diesel y los cambios en la medida de partículas a través de métodos no gravimétricos, han supuesto una mayor exigencia al diseño y optimización de estos motores en cuanto a su emisión de contaminantes. De igual manera existen requerimientos más estrictos para las técnicas y metodologías de medida que se deben emplear para evaluar dichas emisiones. Desde el año 2003 un grupo de expertos sobre contaminación y energía auspiciados por la Comisión Económica de las Naciones Unidas para Europa (UNECE-GRPE), inicio el programa para la medida de partículas ¿Particle Measurement Programme (PMP)¿, con el ¿n de desarrollar nuevas técnicas que permitan sustituir o complementar al método gravimétrico de medida de partículas el cual, se viene aplicando en Europa desde 1993 cuando se implementó la normativa EURO 1. El método propuesto por el PMP especi¿ca la medida de concentración numérica de partículas cuyo diámetro sea mayor que 23 nm. En este caso las partículas sólidas se de¿nen como las partículas que pueden permanecer en el aerosol de escape después de ser diluido y sometido a un proceso de calentamiento en un tubo de evaporación, cuya temperatura está controlada entre 300°C y 400°C. Con el objetivo de desarrollar una metodología alternativa a la propuesta por el PMP, la tesis doctoral que se presenta se ha basado en el estudio teórico - experimental de distintos parámetros que afectan a la medida de partículas cuando el motor está trabajando en condiciones de operación transitorias. En el trabajo se aborda el desarrollo de una metodología de medida de¿nida a partir de la estimación teórica del efecto de distintos factores del sistema de muestreo, así como la validación experimental de los efectos de estos factores sobre la medida. Aplicando de forma estricta la metodología desarrollada, se han realizado estudios con el ¿n de caracterizar la emisión de partículas del motor Diesel, bajo distintas condiciones de operación dinámicas, así como la evaluación de diferentes formulaciones de combustibles. En estos estudios el análisis de resultados se ha centrado en determinar la in¿uencia de las condiciones de operación sobre la emisión total de partículas, la distribución de tamaños y concentración de partículas de la moda núcleos, a la cual pertenecen la mayor parte de las partículas con diámetros inferiores a 23 nm.Linares Rodríguez, W. (2013). METODOLOGÍA PARA LA MEDIDA DE PARTÍCULAS EN CONDICIONES DINÁMICAS DE OPERACIÓN DEL MOTOR DIÉSEL [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/27665TESI

Conversion of carbon dioxide emission using catalytic methanation method in hot mix asphalt

The purpose of this study is to mitigate the carbon dioxide (CO2) emission from bitumen tank combustion unit in hot mix asphalt (HMA) plant. This study has been conducted by introducing the catalytic methanation method to reduce the CO2 emission which majorly contributed to the greenhouse gases emissions in atmosphere. The benefit of using the method is that a high amount of CO2 can be reduced without effecting the asphalt mixture properties which are very crucial to ensure high-quality asphalt pavement service life. This study suggested the conversion of CO2 from flue gases emission to utilize it into methane (CH4). The first stage of the study is the analysis of flue gases emissions from bitumen tank combustion unit in HMA plant by on-site gas analysis and laboratory analysis. The flue gas emission analysis shows that CO2 is the major emission produced by combustion activities in bitumen tank combustion unit in HMA plant which the emission is between 4.95 - 15.55%. For the mitigation stage, Fourier Transform Infrared (FTIR) analysis is done to determine the percentage of CO2 conversion and CH4 formation over the catalyst used. After preparation and optimization, Ru/Sr/Ce (5:30:65)/Al2O3 catalyst calcined at 700°C for 5 hours and pre-treated at 300°C for 30 minutes with compressed air has been proposed as the best catalyst for the application of catalytic methanation method. This is because the catalyst produced the optimum values in term of CO2 conversion and CH4 formation during the reaction. The final stage of the study is the characterization of the catalyst to determine the factors contributed to its catalytic activities. The results show that the higher catalytic activities are caused by the uneven surface of catalyst with well shape hexagonal like particle on it. Besides that, the higher amount of Ruthenium (Ru) element composition in the catalyst, moderate basicity properties of the catalyst, and the higher pore volume in the catalyst also significantly contributed to its higher catalytic activities

Catalytic methanation on conversion of carbon dioxide over alumina-supported manganese oxide catalysts

In this study, the catalytic methanation conversion system is introduced to convert CO2 to methane (CH4). Hot mix asphalt (HMA) plants include of heating, drying and mixing processes contributed to carbon dioxide (CO2 ) emissions. The first stage of the study is the analysis of flue gases emissions from the chimney in HMA plant by on-site gas analysis and laboratory. The flue gas emission analysis shows that CO2 produced from HMA plant operating is between 1.30-7.33%. For second stage, the optimization and characterization of potential catalyst was conducted to determine the factor contributed to the catalytic activity. The results from optimization of catalyst revealed that the parameters catalyst loading with 65wt.% of manganese (Mn), 30wt.% of nickel (Ni), and 5wt.% of ruthenium (Ru) at calcination 500°C and aging of 90°C produced the optimum values in term of CO2 conversion and CH4 formation during the reaction. For characterization analysis, the X-ray diffractograms (XRD) has observed the well-defined sharp peaks for elements of alumina (Al2O3), manganese oxide (MnO), nickel oxide (NiO), and ruthenium oxide (RuO) in a crystalline shape. The Brunauer-Emmett-Teller (BET) theory of surface area of Ru/Ni/Mn (5:30:65)/Al2O3 catalyst are decreased along with the increasing of calcination temperature. The Nitrogen adsorption (NA) found that more characteristic of mesopores resembled the typical shape of Type IV isotherm. Field emission scanning electron microscopy with energy-dispersive X-ray spectroscopy (FESEM-EDX) revealed the morphology of catalyst was break into pieces with planes surfaces. Also, the presence of crystallite images in rhombic and diamond shape as the calcination temperature increased. At last stages, the effect of gas mixture of CO2/H2 methanation with compressed air (N2O2), nitrogen (N2), propane (C3Hg) and nitrous dioxide (NO2) that present in HMA plants towards the catalyst were not deactivate the catalytic activity. The results show that, less significant different (10%) of CO2 conversion produces compared to the optimum CO2 conversion. In addressing environmental issues, the introduction of catalyst technology in the HMA plants is therefore highly recommended to preserve sustainable environmental