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    07 Conclusions

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    Iniyavan Nithya
    The document summarizes the conclusions of a study investigating the effects of re-entrant bowl geometry on the performance and emissions of a turbocharged diesel engine using CFD modeling. It was found that the bowl geometry with the most re-entrancy (Bowl 3) produced higher peak pressure and temperature, more swirl and turbulence, higher IMEP, and lower soot emissions compared to the baseline bowl. However, NOx emissions increased due to higher temperatures. Overall, Bowl 3 provided the best balance of performance and emissions. The study validated the CFD model and provided insights to guide further optimization of bowl designs without additional physical testing.

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    07 Conclusions

    Uploaded by

    Iniyavan Nithya
    70 views3 pages
    The document summarizes the conclusions of a study investigating the effects of re-entrant bowl geometry on the performance and emissions of a turbocharged diesel engine using CFD modeling. It was found that the bowl geometry with the most re-entrancy (Bowl 3) produced higher peak pressure and temperature, more swirl and turbulence, higher IMEP, and lower soot emissions compared to the baseline bowl. However, NOx emissions increased due to higher temperatures. Overall, Bowl 3 provided the best balance of performance and emissions. The study validated the CFD model and provided insights to guide further optimization of bowl designs without additional physical testing.

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    The document summarizes the conclusions of a study investigating the effects of re-entrant bowl geometry on the performance and emissions of a turbocharged diesel engine using CFD modeling. It was found that the bowl geometry with the most re-entrancy (Bowl 3) produced higher peak pressure and temperature, more swirl and turbulence, higher IMEP, and lower soot emissions compared to the baseline bowl. However, NOx emissions increased due to higher temperatures. Overall, Bowl 3 provided the best balance of performance and emissions. The study validated the CFD model and provided insights to guide further optimization of bowl designs without additional physical testing.

    Copyright:

    © All Rights Reserved
    Download as DOC, PDF, TXT or read online from Scribd
    Download as doc, pdf, or txt
    70 views3 pages

    07 Conclusions

    Uploaded by

    Iniyavan Nithya
    The document summarizes the conclusions of a study investigating the effects of re-entrant bowl geometry on the performance and emissions of a turbocharged diesel engine using CFD modeling. It was found that the bowl geometry with the most re-entrancy (Bowl 3) produced higher peak pressure and temperature, more swirl and turbulence, higher IMEP, and lower soot emissions compared to the baseline bowl. However, NOx emissions increased due to higher temperatures. Overall, Bowl 3 provided the best balance of performance and emissions. The study validated the CFD model and provided insights to guide further optimization of bowl designs without additional physical testing.

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    © All Rights Reserved
    Download as DOC, PDF, TXT or read online from Scribd
    Download as doc, pdf, or txt
    of 3

    55

    CHAPTER 7
    CONCLUSION

    The present work reports the results obtained to study the effects of re-entrant
    bowl geometry on turbocharged diesel engine performance and emissions using CFD
    approach. The important conclusions based on the present work are summarised below.

    Initially cold flow analysis was conducted for baseline bowl. The results of
    motoring simulation are validated with the available experimental results to ensure the
    reliability of the simulation. Combustion simulation was carried out for three different
    re-entrant bowl configurations viz., Baseline, Bowl 2 and Bowl 3 to investigate the effect
    of re-entrant bowl geometry on engine performance and emissions in a DI diesel engine
    at full load conditions at 2400 rpm.
    The computation of baseline bowl was validated with the available experimental
    results of a DI turbocharged diesel engine and the results support a good degree of
    confidence in the numerical predictions. The variation of temperature, pressure, swirl and
    TKE are investigated.

    Based on this investigation, the following conclusions are drawn:

    1)

    The peak pressure and temperature are obtained at 3 to 4 CA aTDC for all the
    three cases. The pressure and temperature obtained are higher for Bowl 3 with
    more re-entrancy.

    2)

    The variation of maximum temperature between Bowl 3 and baseline is 6 % and


    variation of peak pressure between Bowl 3 and baseline is 9 %.

    56

    3)

    Bowl 3 creates 25 % more swirl than baseline bowl at firing TDC and also it
    provides 35 % higher TKE than baseline bowl at firing TDC.

    4)

    Bowl 3 shows a higher gross-IMEP than other two bowls and hence ISFC of
    Bowl 3 is lower than other two bowls. The difference between the gross-IMEP
    values of Bowl 3 and baseline bowl is approximately 6 %.

    5)

    Around 46 % reduction in soot at EVO is achieved for the Bowl 3 compared to


    baseline bowl.

    6)

    However, this is at the expense of NOx which increases by about 15 % due to


    high temperature rise in Bowl 3.

    7)

    Bowl 2 was found to be worse than the baseline bowl based on the performance
    and emission, since the swirl and TKE levels of Bowl 2 are less than baseline
    bowl.
    In summary, Bowl 3 enhance the turbulence and hence results in better air-fuel

    mixing process among all three bowls in a DI diesel engine. As a result, the ISFC and
    soot emission are reduced, although the NOX emission is increased owing to better mixing
    and a faster combustion process. Globally, since the reduction of soot is larger

    (-46 %

    as regards baseline) than the increase of NOX (+15 % as regards baseline), it can be
    concluded that Bowl 3 is the best trade-off between performance and emissions.

    The accurate prediction of pressure traces and heat release data is what is
    ultimately desired to allow simulation of potential bowl designs without having to prototype every possible design variation. This capability allows more potential designs to be
    evaluated to identify the promising few for proto-typing and testing. This will lead to

    57

    substantial savings of time and money in developing more sophisticated designs of diesel
    engines.
    7.1 SCOPE FOR FUTURE WORK
    The recommendations for future work are outlined below:

    1. Different turbulence models other than RNG k- model and different combustion
    models other than eddy break-up model can be investigated.

    2. Comparison of multi-step split injection on emissions compared to normal injection


    can be done.

    3. The same study can be extended to include the suction and exhaust strokes of the
    piston.

    4. The simulation can be carried out with exhaust gas recirculation (EGR) to investigate
    the effects of different EGR fraction on the engine performance and emissions.

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