RESUMO
The effect of wall parameters on combustion and soot emission characteristics remains to be revealed so far, especially in the case of spray impingement at low temperatures. Therefore, the visualization experiments are carried out in a constant volume combustion chamber using the Mie scattering and direct photography techniques, and the two-color method was used to extract the flame temperature and soot volume. The results show that increased wall distance and wall angle contribute to fast and stable ignition, but result in more soot production. In addition, the lower the ambient temperature, the more prominent the above characteristics are. At Tamb = 820 K, as the wall distance increases from 40 mm to 60 mm, the liquid spray impingement changes to the vapor impingement, so the ignition delay shortens, and the flame area and natural luminance increase significantly. At lower Tamb = 770 K, a complete misfire is observed at Lw = 40 mm but the ignition remains stable at Lw = 60 mm. The variation of the ignition characteristic parameters with the wall angle is similar to that of the wall distance. Under Pinj = 40 MPa, as the wall angle increases from 0° to 70°, the time to reach luminance saturation advances from 0.60 ms to 0.27 ms. Under higher Pinj = 100 MPa, a complete misfire occurs at θ =0° but bright flames are observed at θ =30-70°. With the increase of wall distance, the mean flame temperature increases due to reduced wall cooling. Coupled with the expanded flame area and combustion duration, the high-temperature region (>1800K) of soot distribution and KL factor increase significantly, especially in the range of Lw = 40-50 mm.
RESUMO
The knock combustion and pollutant emission of heavy-duty diesel engines at low temperatures are still unclear, especially under different injection timings. Therefore, this study illustrates the above issues through CONVERGE simulation. The results show that with the start of injection (SOI) sweeps from -7°CA to -32°CA, a large amount of liquid-phase fuel adheres to the wall, and the wet-wall ratio of fuel at SOI = -32°CA is as high as nearly 30%. The fuel film evaporates slowly, coupled with the effect of low temperature on chemical reactions, the high-temperature ignition (HTI) is delayed seriously until the end of injection. The amount of premixed mixture formed during long ignition delay is significantly increased, but its uniformity is better and the concentration is more suitable for ignition. Once HTI is triggered, high-frequency and strong pressure oscillation occurs in the cylinder, and the maximum oscillation amplitude is as high as nearly 10 MPa, far exceeding the threshold of destructive knock combustion. Delayed fuel injection can effectively alleviate the above problems, such as the best when the SOI in this study is -17°CA. In addition, HC emissions are positively correlated with the amount of fuel film, but the trend of CO quantity with injection timing shows the opposite result. NOx emission increases as the injection timing advances, while soot is the opposite, because the mixture concentration is leaner at the earlier SOI and the expanded high-temperature region leads to an accelerated oxidation rate of soot.
