Search

In this study the structured laser illumination planar imaging (SLIPI) technique is combined with gas phase phosphor thermometry to measure quasi-instantaneously two-dimensional temperature fields with reduced bias from multiple scattering. Different reconstruction strategies are implemented, evaluated and compared, including a two-pulse and one-pulse SLIPI approach. A gradient-based threshold algorithm for particle detection is applied to conventional planar light sheet imaging as an alternative to reduce the bias caused by multiple scattering in seeding-free regions. As a demonstration, measurements are performed in a canonical flow configuration, consisting of a heated, turbulent, air jet surrounded by an ambient co-flow. Both air flows are seeded with the thermographic phosphor BaMgAl₁₇O₁₇:Eu²⁺. Conventional light sheet imaging in the context of gas phase phosphor thermometry suffers from multiple scattering causing a significant temperature bias and low temperature sensitivity. Applying the gradient threshold algorithm removes areas without any seeding particles which improves accuracy, precision and temperature sensitivity. However, multiple scattering influences are still present and may cause an increasing bias particularly for higher seeding density. One pulse (1p) SLIPI exhibits high accuracy at intermediate precision. Multiply scattered luminescence is not fully removed and spatial resolution is lowered. Two pulse (2p) SLIPI is recommended for high temperature sensitivity and accuracy, removing impact of multiple scattering furthermost. However, 2p-SLIPI exhibits reduced temperature precision.

While existing engineering tools enable us to predict how homogeneous surface roughness alters drag and heat transfer of near-wall turbulent flows to a certain extent, these tools cannot be reliably applied for heterogeneous rough surfaces. Nevertheless, heterogeneous roughness is a key feature of many applications. In the present work we focus on spanwise heterogeneous roughness, which is known to introduce large-scale secondary motions that can strongly alter the near-wall turbulent flow. While these secondary motions are mostly investigated in canonical turbulent shear flows, we show that ridge-type roughness — one of the two widely investigated types of spanwise heterogeneous roughness — also induces secondary motions in the turbulent flow inside a combustion engine. This indicates that large scale secondary motions can also be found in technical flows, which neither represent classical turbulent equilibrium boundary layers nor are in a statistically steady state. In addition, as the first step towards improved drag predictions for heterogeneous rough surfaces, the Reynolds number dependency of the friction factor for ridge-type roughness is presented.

In this work, the Engine Combustion Network Spray G injector was mounted in the Darmstadt optical-accessible engine to study phenomena typical of multi-hole, early direct-injection events in spark-ignition engines characterized by tumble flow charge motion. Dedicated experimental measurements of both in-cylinder spray morphology and flow velocities before and after the injection process were carried out to assess the adopted numerical setup under real engine conditions. A dynamic secondary breakup model from the literature was coupled with an atomization multi-motion regime model. The model was validated against state-of-the-art ECN Spray G experiments for a constant-volume chamber under low evaporating condition. Then, the simulation of the spray injection in the engine was carried out and the achieved results were compared against the experimental data. Overall, good agreement between experiments and simulations was observed for the spray morphology and velocity fields in both cases. With reference to engine calculations the intake flow was seen to induce spray asymmetry. A partial vortex generated during the intake phase on the tumble plane interacts with the spray, developing into a full vortex which induces an upward flow that stabilizes the spray. The upward flows below the intake valve increase the dilution of the plume outside the tumble plane, which therefore exhibits reduced penetration. Moreover, the intake valves protect from the energetic intake flow the recirculation vortex generated at the tip of the plumes that lie outside the tumble plane. The intake flow helps fuse the vapor fuel clouds of the individual plumes near the injector tip, obtaining a vapor fuel with a shape like that generated by a horseshoe multi-hole injector. Finally, a phenomenological model of the interaction between the multi-hole injector jets and the engine intake flow was introduced to describe the spray evolution in a typical DISI engine.

A well-characterized multi-hole gasoline injector, the Engine Combustion Network’s (ECN) Spray G injector, was investigated in an optically accessible research engine under four motored operating conditions with early injection. The experiments were conducted at intake pressures of 0.4 bar and 0.95 bar, nearly matching the ECN’s standard early injection operating conditions, Spray G2 (flash boiling) and Spray G3 (early injection), respectively. This was combined with two engine speeds at 800 rpm and 1500 rpm. Using particle image velocimetry and volumetric Mie scatter imaging, the in-cylinder flows were evaluated and the effects on the spray morphology were characterized. The in-cylinder flow was evaluated to understand the spray-flow interaction, including the turbulent kinetic energy. Little effect on turbulent energy was observed in the region examined near the exit of the fuel injector nozzle shortly after injection. Mie scatter imaging was used to characterize the spray morphology and wall wetting was clearly visible on the spark plug. Cyclic variability of the sprays was found to be insignificant; and major differences in spray morphology are attributed to the in-cylinder velocity and intake pressure at the time of injection. Decreasing the bulk gas density by decreasing the intake pressure had a number of effects on the evolution of the spray including faster evaporation, increased axial liquid penetration, and decreased spray angle. Increasing the in-cylinder flow magnitudes by increasing the engine speed had a similar effect on spray morphology by also increasing the evaporation rate, increasing the axial penetration, and decreasing the spray opening angle. Comparison of the motored spray cases with a no-flow case (when the fuel is sprayed into the engine without the piston present) further illustrated the extent to which the intake flow influenced the spray shape.

A single-cylinder full-metal engine with a real combustion chamber geometry was used to investigate particulate number emissions resulting from transient engine operation. The formation of particulate number emissions depends on mixture formation influenced by the in-cylinder flow and injection, and the formation of fuel films on the in-cylinder walls. For the investigation of this multi-parameter process, simultaneous endoscopic PIV and combustion visualization were applied. Hence, the measurement techniques allowed the investigation of in-cylinder flow, flame propagation, and soot formation. The test rig was modified to apply a generic load step and a realistic tip-in with Miller cycle. The reproducibility of the engine parameters during the transient allowed statistical analysis and the comparison between steady-state operating points. Cause-and-effect chains concerning the formation of soot are concluded by correlation analysis of parameters extracted from the flow field, the flame propagation and the soot luminosity.

Cycle-to-cycle variations in an optically accessible four-stroke direct injection spark-ignition gasoline engine are investigated using high-speed scanning particle image velocimetry and in-cylinder pressure measurements. Particle image velocimetry allows to measure in-cylinder flow fields at high spatial and temporal resolution. Binary classifiers are used to predict combustion cycles of high indicated mean effective pressure based on in-cylinder flow features and engineered tumble features obtained during the intake and the compression stroke. Basic in-cylinder flow features of the mid-cylinder plane are sufficient to predict combustion cycles of high indicated mean effective pressure as early as 180 degree crank angle before the top dead center at 0 degree crank angle. Engineered characteristic tumble features derived from the flow field are not superior to the basic flow features. The results are independent of the tested machine learning method (multilayer perceptron and boosted decision trees) and robust to hyper-parameter selection.