Please use this identifier to cite or link to this item: http://buratest.brunel.ac.uk/handle/2438/12788
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dc.contributor.authorWang, X-
dc.contributor.authorZhao, H-
dc.contributor.authorXie, H-
dc.date.accessioned2016-06-14T15:14:42Z-
dc.date.available2015-07-01-
dc.date.available2016-06-14T15:14:42Z-
dc.date.issued2015-
dc.identifier.citationEnergy Conversion and Management, 98, pp. 387 - 400, (2015)en_US
dc.identifier.issn0196-8904-
dc.identifier.urihttp://www.sciencedirect.com/science/article/pii/S0196890415002812-
dc.identifier.urihttp://bura.brunel.ac.uk/handle/2438/12788-
dc.description.abstractIn this research, the stratified flame ignition (SFI) hybrid combustion process was proposed to enhance the control of SI–CAI hybrid combustion and moderate the maximum pressure rise rate (PRRmax) by the combination of port fuel injection (PFI) and direct injection (DI). The effect of the stratified flame formed by different piston shapes, start of direct injection (SOI) timings and direct injection ratios (rDI) on the stoichiometric SFI hybrid combustion and heat release process was studied using the three-dimensional computational fluid dynamics (3-D CFD) simulations. The spark ignited flame propagation near the spark plug and the auto-ignition heat release process of the diluted mixture were modelled in the framework of 3-Zones Extended Coherent Flame Model (ECFM3Z) by the extended coherent flame model and tabulated auto-ignition chemistry of a 4-component gasoline surrogate, respectively. The operating load of indicated mean effective pressure (IMEP) 3.6 bar was selected to represent a typical part-load operation. The sweep of the spark timing (ST) was performed for different pistons, SOI timings and direct injection ratios. The SFI hybrid combustion process with the same combustion phasing was investigated in details. The optimal stratified mixture pattern, characterized with the central rich mixture around spark plug and stratified lean mixture at the peripheral region, formed by the newly designed Piston A and B effectively lowers the PRRmax with a slight deterioration of IMEP. The later SOI timing advances the crank angle of 50% total heat release (CA50) and significantly reduces the PRRmax with a little deterioration of IMEP. As the direct injection ratio is increased, both the PRRmax and IMEP decrease. During the SFI hybrid heat release process, spark timing is effective to control CA50, IMEP and PRRmax regardless the piston shapes, SOI timings and direct injection ratios. However, the sensitivity of SFI hybrid combustion to the stratified mixture varies with the spark timing. The reduction of the PRRmax caused by the stratified flame enables the advance of spark timing to achieve maximum IMEP.en_US
dc.description.sponsorshipThe study is a part of the State Key Project of Fundamental Research Plan (Grant 2013CB228403) supported by the Ministry of Science and Technology of China.en_US
dc.format.extent387 - 400 (14)-
dc.languageEnglish-
dc.language.isoenen_US
dc.publisherElsevieren_US
dc.subjectComputational fluid dynamicsen_US
dc.subjectHybrid combustionen_US
dc.subjectStratified mixtureen_US
dc.subjectControlled auto-ignitionen_US
dc.subjectGasoline engineen_US
dc.titleEffect of piston shapes and fuel injection strategies on stoichiometric stratified flame ignition (SFI) hybrid combustion in a PFI/DI gasoline engine by numerical simulationsen_US
dc.typeArticleen_US
dc.identifier.doihttp://dx.doi.org/10.1016/j.enconman.2015.03.063-
dc.relation.isPartOfENERGY CONVERSION AND MANAGEMENT-
pubs.publication-statusPublished-
pubs.volume98-
Appears in Collections:Dept of Mechanical Aerospace and Civil Engineering Research Papers

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