Large-eddy simulation of cycle-resolved knock in a turbocharged SI engine

The paper presents a numerical study of cycle-to-cycle variability in a turbocharged GDI engine. The Large-Eddy Simulation technique is adopted in this study in conjunction with the recent ISSIM-LES model for spark-ignition, allowing a dedicated treatment of both the flame kernel formation and flame development phases. Numerical results are compared with an extended dataset of experimental test-bed acquisitions, where the engine is operated at knock-limited spark advance. The agreement of both ensemble averaged combustion pressure history and of its standard deviation confirm the validity of the adopted numerical framework able to correctly quantify the degree of CCV measured by the experiments. Knock tendency is evaluated by means of an in-house developed knock model, based on a tabulation technique for AI delays of the same RON98 gasoline as the one used in experiments. The results confirm the knock-free condition of the experimental KLSA, for which the cycle-resolved knock signature is extremely weak just for the cycles in the highest band of the CCV-affected combustion. The visualization of the pressure wave allows to identify the exhaust side as the most knock-prone region. Finally, spark-advance is increased by 3 CA with respect to the experimental edge-of knock limit, in order to simulate an experimentally prevented operating condition. Local pressure measurements mimicking flush-mounted transducers confirm the severe knock damage related to this condition. The predictive capability of the combustion CCV and of the adopted knock model confirm the heavy and recurrent cycle-resolved knock damage

Analysis and Simulation of Non-Flamelet Turbulent Combustion in a Research Optical Engine

In recent years, the research community devoted many resources to define accurate methodologies to model the real physics behind turbulent combustion. Such effort aims at reducing the need for case-by-case calibration in internal combustion engine simulations. In the present work two of the most widespread combustion models in the engine modelling community are compared, namely ECFM-3Z and G-equation. The interaction of turbulent flows with combustion chemistry is investigated and understood. In particular, the heat release rate characterizing combustion, and therefore the identification of a flame front, is analysed based on flame surface density concept rather than algebraic correlations for turbulent burn rate. In the first part, spark-ignition (S.I.) combustion is simulated in an optically accessible GDI single-cylinder research engine in firing conditions. The turbulent combustion regime is mapped on the Borghi-Peters diagram for all the conditions experienced by the engine flame, and the consistency of the two combustion models is critically analysed. In the second part, a simple test case is defined to test the two combustion models in an ideally turbulence-controlled environment: this allows to fully understand the main differences between the two combustion models under well-monitored conditions. and results are compared against experimental databases of turbulent burn rate for wide ranges of Damkohler (Da) and Karlovitz (Ka) numbers. The joint experimental and numerical study presented in this paper evaluates different approaches within the unified flamelet/non-flamelet framework for modelling turbulent combustion in SI engines. It also indicates guidelines for reduced calibration effort in widespread combustion models

Large-Eddy simulation analysis of spark configuration effect on cycle-to-cycle variability of combustion and knock

Cycle-to-cycle variability is numerically simulated for high-speed, full-load operation of a turbocharged gasoline direct injection engine. Large-Eddy simulation is adopted to replicate the fluctuations of the flow field affecting the turbulent combustion. Experimental data were provided at knock onset, and large-Eddy simulation was validated for the same condition. In the original engine configuration, the spark plug is displaced toward the exhaust side, while the electrodes orientation is arbitrary. A 90 rotation is imposed to evaluate the effects of the aerodynamic obstruction caused by the electrode with respect to the flow field and the flame kernel growth. A second speculative analysis is performed modifying the position of the spark plug. The electrodes are shifted 2mm toward the intake side since this variation is compatible with the cylinder head layout. For both variations in orientation and position, the effects on the flow field around the spark plug are investigated. Statistical analysis is carried out on early flame kernel formation and knock tendency. The results highlight that the orientation of the electrodes affects the flow field for each cycle but plays a negligible role on the statistical cyclic variability, indirectly justifying the lack of an imposed orientation. As for the spark plug position, the numerical analysis indicate that the shifting of the electrodes toward the intake side slightly improves the knock limit mainly because of a reduction in in-cylinder peak pressure. In general, it is inferred that improvements may be achieved only through a simultaneous modification of the fuel jet orientation and phasing

Non-vascular interventional procedures: effective dose to patient and equivalent dose to abdominal organs by means of dicom images and Monte Carlo simulation

This study evaluates X-ray exposure in patient undergoing abdominal extra-vascular interventional procedures by means of Digital Imaging and COmmunications in Medicine (DICOM) image headers and Monte Carlo simulation. The main aim was to assess the effective and equivalent doses, under the hypothesis of their correlation with the dose area product (DAP) measured during each examination. This allows to collect dosimetric information about each patient and to evaluate associated risks without resorting to in vivo dosimetry. The dose calculation was performed in 79 procedures through the Monte Carlo simulator PCXMC (A PC-based Monte Carlo program for calculating patient doses in medical X-ray examinations), by using the real geometrical and dosimetric irradiation conditions, automatically extracted from DICOM headers. The DAP measurements were also validated by using thermoluminescent dosimeters on an anthropomorphic phantom. The expected linear correlation between effective doses and DAP was confirmed with an R(2) of 0.974. Moreover, in order to easily calculate patient doses, conversion coefficients that relate equivalent doses to measurable quantities, such as DAP, were obtained

Effects of fuel composition on charge preparation, combustion and knock tendency in a high performance GDI engine. Part II: Les analysis

As discussed in the Part I of this paper, a numerical activity is carried out in order to analyse the effects of fuel composition modelling in a turbocharged GDI engine for sport car applications. While Part I analyses the "ensemble averaged" macroscopic effects on spray evolution, mixture stratification, combustion and knock tendency, in Part II of this paper cycle-to-cycle variations are analysed and discussed using a multi-cycle LES numerical framework, again comparing results from a more traditional single-component fuel surrogate model to those of a multi-component one. A purposely developed numerical approach is applied to properly account for the effects of the Discrete-Continuous-Multi-Component fuel formulation on the charge preparation: just before the spark timing, each vaporized fuel fraction is lumped back into a single-component surrogate fuel to allow the combustion model (ECFM-3Z, in its LES formulation) to take place. At the beginning of a new injection process, the numerical framework for the injected spray is switched back to Multi-Component, thus allowing each fuel fraction to independently spread, vaporize and diffuse in the combustion chamber according to the cycle-specific characteristics. A detailed comparison between the two fuel formulations is carried out on both average and rms values of the most influencing fields just before the spark discharge

Peri-procedural brain lesions prevention in CAS (3PCAS). Randomized trial comparing CGuard™ stent vs. wallstent

Background: Aim of this study was to evaluate peri-procedural incidence of new diffusion-weighted-magneticresonance- imaging (DWMRI) brain lesions in CAS patients treated by carotid mesh stent (CGuard™) or closed-cell stent (Wallstent™). Methods: Consecutive patients with asymptomatic carotid stenosis ≥ 70% were submitted to preoperative DWMRI scan, to exclude the presence of preoperative silent cerebral lesions. Patients were randomized to CGuard orWallstent. DWMRI was performed immediately after the intervention and at 72-hour postoperatively. Moreover, pre and postoperative Mini-Mental-State-Examination Test (MMSE) and aMontreal-Cognitive-Assessment (MoCA) test were conducted, and S100β and NSE neurobiomarkers were measured at 5-time points (preoperatively, 2, 12, 24, and 48 h postoperatively). Results: From January 2015 to October 2016, sixty-one consecutive eligible patients were submitted to preoperative DWMRI scan. Three patients were excluded because of preoperative silent cerebral lesions. In 29 CGuard patients, 1 developed a minor stroke and 8 silent newlesionswere observed in the 72 h-DWMRI (31%): 4 lesions were ipsilateral, and 4 lesions were contra or bilateral. In 29 Wallstent patients, 7 clinically-silent new lesions were found in the 72 h-DWMRI (24.1%; p = 0.38). In 4 cases lesions were ipsilateral and in 3 cases contra or bilateral. S100B values doubled at 48 h in 24 patients, and among them 12 presented new DWMRI lesions. 48-h S100B increase was significantly related to 72-h DWMRI lesions (p= 0.012). Conclusions: In our experience both stents showed an acceptable rate of subclinical neurological events with no significant differences at 72-hour DWMRI between groups. Bilateral/contralateral lesions suggest that periprocedural neurological damage may have extra-carotid sources

Pressure Losses in Multiple-Elbow Paths and in V-Bends of Hydraulic Manifolds

Hydraulic manifolds are used to realize compact circuit layouts, but may introduce high pressure losses in the system because their design is usually oriented to achieving minimum size and weight more than reducing the pressure losses. The purpose of this work is to obtain the pressure losses when the internal connections within the manifold are creating complex paths for the fluid and the total loss cannot be calculated simply as the sum of the single losses. To perform the analysis both Computational Fluid Dynamic (CFD) analysis and experimental tests have been executed. After the comparison between numerical and experimental results, it was possible to assess that the numerical analysis developed in this work is able to depict the correct trends of the pressure losses also when complex fluid path are realized in the manifold. Successively, the numerical analysis was used to calculate the pressure loss for inclined connections of channels (or V-bends), a solution that is sometimes adopted in manifolds to meet the design requirements aimed towards the minimum room-minimum weight objective

Knock Tendency Prediction in a High Performance Engine Using LES and Tabulated Chemistry

The paper reports the application of a look-up table approach within a LES combustion modelling framework for the prediction of knock limit in a highly downsized turbocharged DISI engine. During experimental investigations at the engine test bed, high cycle-to-cycle variability was detected even for relatively stable peak power / full load operations of the engine, where knock onset severely limited the overall engine performance. In order to overcome the excessive computational cost of a direct chemical solution within a LES framework, the use of look-up tables for auto-ignition modelling perfectly fits with the strict mesh requirements of a LES simulation, with an acceptable approximation of the actual chemical kinetics. The model here presented is a totally stand-alone tool for autoignition analysis integrated with look-up table reading from detailed chemical kinetic schemes for gasoline. The look-up table access is provided by a multi-linear interpolating routine internally developed at the \u201cGruppo Motori (GruMo)\u201d of the University of Modena and Reggio Emilia. As the experimental tests were conducted operating the engine at knock-limited spark advance, the tool is at first validated for three different LES cycles in terms of knock tolerance, i.e. the safety margin to knock occurrence. As a second stage, the validation of the methodology is performed for discrete spark advance increases in order to assess the sensitivity of the modelling strategy to variations in engine operations. A detailed analysis of the unburnt gas physical state is performed which confirms the knock-limited condition suggested by the experimental tests

Numerical investigation on the effects of bore reduction in a high performance turbocharged GDI engine. 3D investigation of knock tendency

Abstract Downsizing is a must for current high performance turbocharged SI engines. This is often achieved through the reduction of cylinder number, while keeping constant unit displacement and increasing boost pressure. However, the ensuing higher loads strongly increases the risk of abnormal combustion and thermo-mechanical failures. An alternative path to downsizing is the reduction of cylinder bore: this approach is more expensive, requiring a brand new design of the combustion system, but it also provides some advantages. The goal of the present paper is to explore the potential of bore reduction for achieving a challenging downsizing target, while preserving the engine knock safety margins. A current V8 GDI turbocharged sporting engine is taken as a reference, and a preliminary CFD-3D analysis is carried out in order to define the most suitable bore-to-stroke ratio. On this basis, bore is reduced by 11% at constant stroke, thus obtaining a reduction of about 20% on the engine displacement. In order to achieve the same peak power target, both engine boost and spark advance are adjusted until the knock safety margin of the original engine is met. 3D CFD tools, accurately calibrated on the reference engine, are used to address engine design and the calibration of the operating parameters

Effects on Knock Intensity and Specific Fuel Consumption of Port Water/Methanol Injection in a Turbocharged GDI Engine: Comparative Analysis

Abstract The recent rise in fuel prices, the need both to reduce ground transport-generated emissions (increasingly constrained by legislation) and to improve urban air quality have brought fuel-efficient, low-emissions powertrain technologies at the top of vehicle manufacturers' and policy makers' agenda. To these aims, engine design is now oriented towards the adoption of the so-called downsizing and down-speeding techniques, while preserving the performance target. Therefore, brake mean effective pressure is markedly increasing, leading to increased risks of knock onset and abnormal combustions in last-generation SI engines. To counterbalance the increased risks of pre-ignition, knock or mega-knock, currently made turbocharged SI engines usually operate with high fuel enrichments and delayed (sometimes negative) spark advances. The former is responsible for high fuel consumption levels, while the latter induce an even lower A/F ratio (below 11), to limit the turbine inlet temperature, with huge negative effects on BSFC. Possible solutions to increase knock resistance are investigated in the paper by means of 3D-CFD analyses: water, water/methanol emulsion and methanol are port-fuel injected to replace mixture enrichment while preserving, if not improving, indicated mean effective pressure and knock safety margins. The aim of the work is therefore the replacement of the gasoline-only rich mixture with a global stoichiometric one while avoiding power loss and improving fuel consumption. In order to maintain the same knock tendency, water, methanol or a mixture of the two is then added in the intake port to keep the same charge cooling of the original rich mixture. Different strategies in terms of methanol/water ratios of the port injected mixture are compared in order to find the best trade-off between fuel consumption, performance and knock tendency