<p>In Chapter 2, an experiment has been developed to investigate the passive pre-chamber jet ignition process in gasoline engine configurations and low-load operating conditions. The apparatus adopted a modified 4-cylinder 2.0L gasoline engine to enable single-cylinder operation. To reduce the complexity, the piston position was fixed at a predefined position relative to the top dead center (TDC) to simulate thermodynamic conditions at ignition and injection timings. High-speed Infrared (IR) imaging was applied to visualize the jet penetration and ignition process inside the main cylinder and to investigate the cyclic spatial variability. Two passive pre-chambers with different total nozzle areas and numbers of nozzles were used. In addition, the pre-chamber volume and pressure at ignition timing were varied to examine their effect on jet ignition performance. Misfire behavior was observed in the main chamber of all test cases, and the results suggested that the main cause is a high Residual Mass Fraction (RMF) in the pre-chamber affecting the subsequent cycle. A larger total nozzle area, smaller volume, higher pressure, and fuel-lean operation tended to mitigate the misfire behavior. For a test case with a spark pressure of 6 bar, a reduced cyclic variability in terms of coefficient of variation peak cylinder pressure (COVPmax) from 10.03% to 7.38% and combustion phasing variation from 81 crank angle degree (CAD) to 12 CAD were observed with increasing pre-chamber volume-to-area (V/A) ratio from 59.37 m to 103.11 m, but slightly higher misfire frequency was observed, from 46.67% to 50.00%, suggesting an accurate combination of pre-chamber design parameters is needed to improve overall performance at low-load operation.</p> <p>In Chapter 3, it examines the influence of passive pre-chamber nozzle diameter and dilution level on jet formation and engine performance. Utilizing a modified constant-volume gasoline direct injection engine with an optically-accessible piston, we tested three passive pre-chambers with nozzle diameters of 1.2, 1.4, and 1.6 mm, while nitrogen dilution varied from 0 to 20%. With the help of high-speed imaging, we captured pre-chamber jet formations and subsequent flame propagation within the main chamber. Our novel findings reveal that asymmetric temporal and spatial jet formation patterns arising from pre-chambers significantly impact engine performance. The larger nozzle diameter pre-chambers exhibited the least variation in jet formation due to their improved scavenging and main mixture filling processes, but had the slowest jet velocity and lowest jet penetration depth. At no dilution condition, the 1.2 mm-PC demonstrated superior performance attributed to higher pressure build-up in the pre-chamber, resulting in accelerated jet velocity and increased jet penetration depth. However, at high dilution condition, the 1.6 mm-PC performed better, highlighting the importance of scavenging and symmetry jet formation. This study emphasizes the importance of carefully selecting the pre-chamber nozzle diameter, based on the engine's operating conditions, to achieve an optimal and balanced configuration that can improve both jet formation and jet characteristics, as well as scavenging.</p> <p>In Chapter 4, it investigates the influence of passive pre-chamber nozzle diameter on jet ignition and subsequent main chamber combustion under varying load conditions and dilution levels using a constant-volume optical gasoline direct injection engine. The results reveal that as the load decreases, both fuel availability and flow conditions deteriorate, leading to delayed and inferior jet characteristics that affect main chamber ignition and combustion processes. In high and medium load conditions without dilution, the smallest nozzle diameter pre-chamber (1.2mm-PC) shows improved jet ignition and main combustion due to earlier jet ejection, enhanced penetration, and intensified jet. This is facilitated by the smaller nozzle diameter enabling faster and higher pre-chamber pressurization. Conversely, under low load conditions, the largest nozzle diameter pre-chamber (1.6mm-PC) performs better, likely due to improved scavenging and reduced residual levels, resulting in less compromised pre-chamber combustion and subsequent jet characteristics. The nozzle diameter also has a significant impact on cycle-to-cycle variations, with smaller diameters enhancing jet ignition performance but increasing variability. The effect of external residuals (dilution) on jet ignition performance varies depending on the nozzle diameter, with the 1.6mm-PC exhibiting less degradation and demonstrating earlier jet ejection and CA50 timing compared to smaller nozzle diameter pre-chambers at higher dilution conditions. The improved scavenging and relatively lower residual levels in the larger nozzle diameter pre-chamber contribute to its increased resistance to dilution and potential extension of dilution tolerance.</p> <p>In Chapter 5, it presents an analysis of the effects of pre-chamber nozzle orientation on dilution tolerance in a constant-volume optical engine. Using a combination of experimental and numerical methodologies, we provide novel insights into how variations in nozzle number, orientation, and size influence combustion performance under different dilution conditions. The findings reveal that an increase in the number of nozzles, for a fixed A/V ratio, tends to enhance ignition performance and stability across a range of dilution scenarios, primarily due to an increase in ignition points and a larger ignition surface area. Meanwhile, swirling pre-chambers, despite their potential to boost initial combustion performance at no dilution condition, may limit dilution tolerance due to the complexity of their internal flow dynamics and increased heat loss through nozzle surfaces. Furthermore, pre-chambers combining swirling and straight nozzle orientations fail to synergize the benefits of each type, and instead, exacerbate challenges such as heat loss, flame quenching, and unfavorable flow dynamics. These findings emphasize the complexity and nuanced trade-offs involved in optimizing pre-chamber design for improved dilution tolerance and suggest potential directions for future research in this area.</p> <p>In Chapter 6, it investigates the behavior of pre-chamber knock in comparison to traditional spark ignition engine knock, using a modified constant-volume gasoline engine with an optically-accessible piston. The aim is to provide a deeper understanding of pre-chamber knock combustion and its potential for mitigating knock. Five passive pre-chambers with different nozzle diameters, volumes, and nozzle numbers were tested, and nitrogen dilution was varied from 0 to 10%. The stochastic nature of knock behavior necessitates the use of statistical methods, leading to the proposal of a high-frequency band-pass filter (37-43 kHz) as an alternative pre-chamber knock metric. Pre-chamber knock combustion was found to exhibit fewer strong knock cycles compared to SI engines, indicating its potential for mitigating knock intensity. High-speed images revealed pre-chamber knock primarily occurs near the liner, where end-gas knock is typically exhibited. The study identified that increasing pre-chamber nozzle diameter resulted in a larger dispersion of knock cycles and more severe knock intensity, likely due to shorter jet penetration depth requiring more time for end-gas consumption. Strategies for mitigating knock in pre-chamber combustion systems include reducing the pre-chamber volume for a fixed A/V ratio and increasing dilution level. The results of this study offer valuable insights for developing effective knock mitigation approaches in pre-chamber combustion systems, contributing to the advancement of more efficient and reliable engines.</p> <p>In Chapter 7, a numerical investigation of different premixed gaseous injection strategies was performed to understand their impact on the scavenging and mixture formation of an air-fuel premixed pre-chamber with high exhaust gas recirculation (EGR) operations. EGR dilution is effective for reducing coolant heat loss, pumping work at throttled conditions, and mitigates knock at high-load conditions, thus increasing engine efficiency. To further extend the EGR limit of an air-fuel premixed pre-chamber engine, the effects of different injection strategies (including timing, duration, pressure, pre-chamber volume, and hardware) on the EGR level, trap efficiency, and parasitic loss were determined. Regardless of injection duration and upstream pressure, injecting too early not only increased the amount of the injected premixed gas leaking into the main chamber but also was inefficient in reducing the EGR level in the pre-chamber. To reduce the EGR level in the pre-chamber to a level where successful ignition and combustion of the pre-chamber mixture is possible, the injection timing should be delayed to be close to the ignition timing. A premixed air-fuel injection is thus proposed to reduce the time required for air-fuel mixing in the pre-chamber. With a delayed end of injection (EOI), both leakage amount and EGR level were reduced compared to the cases with earlier injection timings. The results show that an injection with 15 bar upstream pressure, 20 CA duration, EOI of −20 CAD aTDC (ignition timing), and with guided injection hardware for the base pre-chamber volume resulted in about 0.17% air compression parasitic loss, over a 94% trap efficiency, at the same time maintaining the mean EGR level in the pre-chamber below 20%, ensuring good pre-chamber combustion. With a 50% increase in pre-chamber volume from the base case, the parasitic loss increased by 65% (from 0.17% to 0.28% loss), indicating a problem with a larger pre-chamber with a separate air valve and injector.</p>

There is an urgent call for action to address the energy efficiency, climate, and local air quality concerns associated with transport because of CO2, particulates, nitrogen oxides (NOx), carbon monoxide (CO), and hydrocarbons (HC) emissions. This has driven the international policy agenda towards reducing greenhouse gas (GHG) with a major emphasis on CO2 emission. Fossil fuel combustion is considered a main contributor to the emission of CO2. The transport sector with a particular emphasis on ground transport is considered the fastest growing sector among all emission sources. To meet climate change goals, governments around the world may need to implement strict regulations on the transport sector. Governments around the world have indeed set stricter emissions standards for vehicles as a way to reduce greenhouse gas emissions from the transport sector. These standards can be achieved through various methods, such as requiring more efficient engines, alternative fuels, or the adoption of electric vehicles. On the other hand, in recent years, a lot of effort was put into promotion of electric vehicles as zero emissions vehicles. This statement should be reconsidered, since the greenhouse impact of electrical vehicles is not negligible. Conversely, in some cases, an electrical vehicle can have an even higher emission impact than modern vehicles with sophisticated internal combustion engines. In fact, the pollutant emissions discharged at the tailpipe outlet will be so low as to be hardly measurable, and their practical impact on air quality will be negligible. In terms of particulate matter emission for example, the impact of tire and brake wearing is already much higher than that due to the ICE (tire wear produces around 50 mg/km of particulates), reaching values around 10 times the emission from the engine (5 mg/km). This implies that today’s conventional ICE-powered-car is equivalent to fully electric and hybrid cars with regard to particulate emissions, when tire and brake and other contributions (e.g. road dust) are accounted for. All the data indicate that ICEs will never cease to exist and the majority of cars will be powered by ICEs in the future. These factors sparked my work on the simulation of ICEs. The first project was mainly focused on high-pressure isobaric combustion, which is a promising concept that has the potential to introduce high efficiency. This work started with the development and validation of the computational models for full cycle combustion engine simulations to capture the flow and combustion characteristics and their interactions with the intake and exhaust flows through the valves and ports. The computational models were extensively validated against the optical engine experiment data, to ensure the fidelity needed for predictive simulations. Upon identifying the numerical models, a comparative study of isobaric and conventional diesel combustion was conducted. The results revealed the superiority of the isobaric combustion mode compared to the conventional diesel combustion especially at high load conditions. On the other hand, the isobaric combustion led to high soot levels compared to the conventional diesel combustion due to the undesirable spray-to-spray interactions resulting from a single central injector with multiple consecutive injections which introduced a fuel-rich zones. For the same injection technique, a study of the effect of injection pressure and the number of holes were numerically investigated as means to reduce the soot levels. To further decrease the soot emissions, multiple injector configurations were used and the results showed more than 50% drop in the soot levels and an increase in the indicated thermal efficiency due to the lower heat transfer losses. The successful injection strategies for low-emission isobaric combustion mode have further motivated research about fuel flexibility. The potential of using fuels from different sources with varying reactivity was explored by utilizing the high pressure combustion. Various primary reference fuels (PRFs) were employed at the same middle engine load, varying from PRF0 up to PRF100. Different injection methods from a single to four injections were studied. The results demonstrated that various PRFs showed significant discrepancies when using a single injection method, owing to the different fuel auto-ignition capability. On the other hand, excellent fuel flexibility was achieved by employing a small pilot injection, under this condition various fuels led to similar engine combustion performance and emissions. Exhaust gas recirculation (EGR) was used as a way to reduce NOx emissions where 50% EGR was employed. To reduce soot emissions, various volume fractions of three shorter-chain alcohols (methanol, ethanol, and n-butanol) were blended with the baseline fuel (n-heptane). The methanol-blended fuels yielded the lowest soot emissions, but the worst fuel economy was obtained due to the highest heat transfer losses. By increasing the nozzle number and introducing an adequate amount of isochoric combustion, the fuel economy for pure methanol combustion was effectively promoted. The second project was focused on ultra-lean hydrogen combustion using CONVERGE CFD as computational framework. The problem of numerically detecting engine knock and the methods to mitigate such a problem were addressed. Different combustion modes such as port fuel injection spark ignition (PFI SI), homogenous charge compression ignition (HCCI), and pre-chamber (PC) were investigated. The effects of the chemical mechanisms in terms of ignition delay time and laminar flame speed were studied. Starting with the simple combustion mode using PFI SI, high engine knock tendency was observed. The effects of compression ratio, air-fuel-ratio, and spark time were examined as means to reduce engine knock. Upon mitigating the engine knock issue, a comparative study of the PFI spark ignition and the PC modes was conducted. The results revealed that the current used design of the PC introduced high turbulence levels, which resulted in high heat transfer losses to the engine piston. In general , all of these studies (isobaric and hydrogen combustion) were aimed to increase the overall engine efficiency and reduce the emissions.

Towards a fundamental understanding of key physical aspects of narrow-throat pre-chamber combustion, the current work utilizes three-dimensional computational fluid dynamics (CFD) simulations using the CONVERGETM CFD solver, to analyze the effect of pre-chamber geometry, piston design, combustion models, and flame speed correlations in an engine operated with methane. The simulations were performed at lean operating conditions whilst the pre-chamber was fuel enriched with a direct fuel supply. The modeling work was performed in conjunction with metal engine testing at identical conditions, which provided validation data for the model. The particular pre-chamber utilized in this work fits in the diesel injector pocket of the cylinder head, thus features a narrow throat, which requires marginal engine modification, hence lowering the technical and economic barriers to deployment of this technology in production vehicles. The combustion process is simulated with the G-Equation model for flame propagation and/or with the multi-zone well-stirred reactor (MZ-WSR) model to determine the post-flame composition and to predict possible auto-ignition of reactant mixture; MZ-WSR and G-Equation were also compared separately and showed the potential to match experimental data upon appropriate calibration. When used, the laminar flame speed was tabulated from a methane oxidation mechanism; the turbulent flame speed was computed using Peters' relation. While the narrow throat was found to have a major impact on the pre-chamber combustion, the jet-piston interaction was also identified as crucial if additional improvements on engine emissions and performance are desired. On the fundamental modeling aspect, the significance of laminar flame speed prediction in the simulation of ultra-lean engine combustion was assessed. For engineering applications, the correlations of flame speeds with physical variables involve empirical constants that are valid for a limited range of operating conditions. In all cases, the original formulation of Peters' turbulent flame speed correlation was used; the results confirm the importance of the accurate determination of the laminar flame speed, which overrules any ad hoc constant corrections for high Karlovitz regimes. Finally, the relevant turbulent combustion regimes encountered in pre-chamber combustion engine conditions were examined using the Borghi-Peters diagram, further confirming the findings.

Pre-Chamber combustion systems are gaining popularity in Internal Combustion Engines (ICE) with the increasing emissions regulations due to their advantages in improving fuel economy by increasing the lean limit and cutting emission, especially NOx. In pre-chamber Combustion, flame jets shoot out from the pre-chamber orifices into the main chamber and generates several ignition points that promote a rapid burn rate of the lean mixture (air-excess ratio (λ) >1) in the main chamber. This work focused on studying two different fuels in the main chamber, lean limit, combustion efficiency (ηc), and emissions. A single-cylinder heavy-duty engine equipped with a narrow throat active pre-chamber was used. Two fuels were tested in the main chamber, Methane (CH4) and Ethanol (C2H5OH), the first fuel is used as a baseline, while keeping the pre-chamber fueled by Methane only. The engine was operated at a fixed speed, intake pressure, and spark-timing. The amount of fuel injected was varied to attain different global λ, then at each global λ; the amount of fuel injected to the Pre-chamber was varied to observe the effect of the pre-chamber λ. Different air intake temperatures were tested to see the effect on combustion efficiency. Results from the study showed an increase in the lean-limit using Ethanol in the main chamber compared to using only Methane in both chambers. However, lower ηc than that of the Methane was reported; this is due to a combination of the narrow-throat feature and the high heat of vaporization of Ethanol, ηc showed improvement when the air intake temperature increased.

<div>Pressure-gain combustion in wave rotors offer the opportunity for substantial improvement in gas turbine efficiency and power, while controlling emissions with fuel flexibility, if provided rapid and reliable ignition of lean mixtures. In addition, tightening emission regulations and increasing availability of gas fuels for internal-combustion engines require more reliable ignition for ultra-lean operation to avoid high peak combustion temperature. Turbulent jet ignition (TJI) is able to address the ignition challenges of lean premixed combustion. Especially, the turbulent hot jet results in faster ignition penetration for wave rotor pressure-gain combustors that have high-frequency operation and fast-burn requirements. Controllability of TJI needs better understanding of the chemistry and fluid mechanics in the jet mixing region, particularly the estimation of ignition delay time and identifying the location of the ignition onset. </div><div>In the present work, numerical and analytical methods are employed to develop models capable of estimating the ignition characteristics that the turbulent hot jet exhibits as it is issued to a cold stoichiometric CH4-H2-Air mixture with varied fuel reactivity blends. Numerical models of the starting turbulent jet are developed by Reynolds-averaged and large-eddy simulation of Navier-Stokes and scalar transport equations in a high-resolution computational domain, with major focus on ignition of high-reactivity fuel blends in the jet near-field due to computational resource limitations. The chemical reactions are modeled using detailed chemistry by well-stirred and partially stirred reactor approaches. Numerical models describe the temporal evolution of jet mixture fraction, scalar dissipation rate, flow strain rate, and thermochemical quantities of the flow.</div><div>For faster estimation of ignition characteristics, analytical methods are developed to explicitly solve governing equations for the transient evolution of the near field and the leading vortex of the starting hot jet. First, the transient radial evolution of the turbulent shear-layer of a round transient jet is analytically investigated in the near-field of the nozzle, where the momentum potential core exists. The methods approximate the mixing and chemical processes in the jet shear and mixing layer. The momentum equation is integrated analytically, with a mixing-length turbulence model to represent the variation of effective viscosity due to the velocity gradients. The analytic predictions of the velocity field and mass entrainment rate of the jet are compared with numerical predictions and experimental findings. In addition, the transport equation of conserved scalars in the jet near-field is solved analytically for the history of the jet mixture fraction. This analytic solution for temperature and species is used, together with available models for instantaneous chemical induction time, to create an analytic ignition model that provides the time and radial location of the ignition onset.</div><div>Lastly, the ignition mechanism within the vortex ring, which leads the starting turbulent jet, is modeled using prior understanding about the mixing characteristics of the vortex. This mechanism is more relevant to low-reactivity fuel blends. Due to the presence of strong mixing at the large-scale, the vortex ring is treated as a homogeneous batch-reactor, which contains certain levels of the jet mixture fraction. This assumption provides the initial composition and temperature of the reactor in which ignition ensues. </div><div>This article-dissertation is developed as a collection of 4 articles published in peer-reviewed journals, one submitted article, and additional unpublished work. The study is laid out in 6 chapters with the following contributions:</div><div>Chapter 1: This chapter numerically investigates the three-dimensional behavior of a transient hot jet as modeled using the Reynolds-averaged turbulence flow. The study aims at providing an insight towards the role of mixing in the ignition progress and how the operating conditions such as fuel mixture and pre-chamber pressure ratio can influence the ignition success. An ignition prediction criterion is developed in this chapter, which helps to predict the ignition success under a broad range of operating conditions.</div><div>Chapter 2: In this chapter, the large-eddy simulation (LES) of hot jet ignition is reported in conjunction with detailed kinetics mechanism and adaptive-mesh refinement. The correlation between local values of mixture fraction gradient and ignition is discussed. Furthermore, the role of methane-hydrogen ratio on the heat release pattern is studied for two specific mixtures.</div><div>Chapter 3: The LES of CH4-H2-Air ignition is extended in this chapter to account for multivariable evaluation of ignition. Joint probability assessment of ignition explains the role of important scalars on the formation and growth of ignition. Also, the effect of CH4-H2 ratio on the spatial distribution of ignition is assessed and discussed.</div><div>Chapter 4: In this chapter, the rate of mass entrainment into the jet in the near-field region is studied. Characterization of the mass entrainment illuminates the understanding of mixing behavior of the starting turbulent jets. Through an exact solution of the momentum equation, this chapter includes a model of the diffusive transport in a round transient jet at high Reynolds numbers.</div><div>Chapter 5: This chapter proposes a method to evaluate the mass/heat exchange between a transient-turbulent jet and a quiescent environment. To analyze the transport phenomena in the jet near-field, the transient diffusion equation in cylindrical coordinates is explicitly solved and its solution is compared with the empirical findings. The transport solution then enables an ignition model to describe the spatiotemporal characteristics of ignition in the near-field.</div><div>Chapter 6: The development of ignition within the vortex ring of the transient jet is investigated in this chapter. The initiation, growth, and departure of the vortex ring are studied using the available empirical correlations and the LES. Using a perfectly-stirred, zero-dimensional representation of the vortex, chemical kinetic calculations provide estimates of ignition delay for various fuel mixtures.</div><div><br></div>

This work aims to enhance fundamental and practical understanding of pre-chamber (PC) combustion engines, using computational fluid dynamics (CFD) simulations conducted with the software CONVERGE employing the Reynolds-averaged Navier-Stokes turbulence closure and the well-stirred reactor combustion model for methane oxidation. First, to help the design of the KAUST pre-chamber, the simulations were conducted to assess the impact of design parameters such as throat and nozzle diameters, and nozzle length in a passively operated pre-chamber at lean conditions. The geometrical parameters showed to affect the pre-chamber combustion characteristics, such as pressure build-up, radical formation, heat release, and the composition of the jets penetrating and igniting the main chamber charge. It was found that the narrow-throat pre-chamber is strongly influenced by the throat diameter, but weakly influenced by nozzle length. A flow reversal pattern was observed, promoting the accumulation of intermediate species in the PC, leading to a secondary heat release. Subsequently, the validation of the actively fueled pre-chamber systems was assessed under different fueling strategy and validated against experimental data. The last chapter analyzes the impact of enrichment and stratification of the pre-chamber on the main chamber combustion. An open-cycle simulation was conducted to describe the full interaction between both chambers. The influence of fuel enrichment in the PC was compared to the passive mode operation and found to greatly impact in the overall system performance. It was found that the excessively rich PC does not yield the optimal results; instead, a pre-chamber with stoichiometric composition at spark timing does. Although the fuel distribution inside the PC was not homogeneous, the active control of the PC was shown to enable a command of the pressure response. It was found that the upstream flame propagation forces part of the PC mixture to leak to the main chamber, creating localized fuel rich regions, which enhances the combustion of the MC charge. The overall MC combustion is found to be complex, influenced by the turbulent mixing and local cooling, and possibly local quenching events. The detailed interaction of mixing and combustion in the MC is not fully understood and is subject of future studies.

The road transport sector, dominated by internal combustion engines, accounts for as high as 23% of annual carbon emissions and is considered the major area where urgent carbon reduction strategies are required. Natural gas is considered one of the intermediate fuels to reduce carbon emissions before net carbon neutral solutions can be achieved. Methane (CH4), a major constituent of natural gas, has the highest hydrogen-to-carbon ratio among the naturally occurring hydrocarbons, and the CO2 emission from natural gas combustion is around 25% less than diesel combustion. Lean combustion shows promises for improved engine efficiency, thereby reducing carbon emissions for a given required power output. However, igniting lean natural gas mixtures requires high ignition energy, beyond the capability of spark ig nition. The pre-chamber combustion (PCC) concept can provide the required ignition energy with relatively simple components. While most pre-chamber designs found in the literature are bulky and require extensive cylinder head modifications or complete engine redesign, the narrow-throat pre-chamber design can readily fit the diesel injector pockets of most heavy-duty engines without the need for substantial hardware modifications. The unique pre-chamber design is significantly different from the contemporary pre-chamber geometries, and its engine combustion phenomena and operating characteristics are largely unknown. This thesis work investigates the effect of important pre-chamber dimensions, such as the volume, nozzle hole diameter, and throat diameter, on the engine operating characteristics and emission trends. The experiments focus on the lean operation with excess air ratios (λ) exceeding 1.6, which can be achieved by auxiliary fuel injection into the pre-chamber. The air-fuel mixture formation process inside the pre-chamber is also investigated by employing 1-D and 3-D CFD simulations, where the engine experiments provided the boundary conditions. From the simulation results, a correlation between the injected and the trapped fuel in the pre-chamber is proposed by theoretical scavenging models to estimate the air-fuel ratio in the pre-chamber with high accuracy. Although the studies largely rely on thermodynamic engine experiments, the 1-D engine simulation implements the engine studies in estimating the mixture composition and heat transfer losses from the engine.

<p dir="ltr">A three-dimensional numerical model was developed using the commercial CFD code CONVERGE to study the gas-dynamic interactions between the two chambers in a gasoline engine. The geometry and parameters of the engine used were based on a modified turbocharged GM four-cylinder 2.0 L GDI gasoline engine. Pre-chambers with nozzle diameters of 0.75 mm and 1.5 mm were used to investigate the effect of pre-chamber geometry on pre-chamber charging, combustion, and jet formation. The local developments of gas temperature and velocity were captured by adaptive mesh refinement, while the turbulence was resolved with the k-epsilon model of the Reynolds averaged Navier–Stokes (RANS) equations. The combustion process was modeled with the extended coherent flamelet model (ECFM). Data from engine experiments were compared with the computed main chamber pressures and heat release rates, and the results show good consistency with the model calculations. The scavenging and air–fuel equivalence ratio (λ) distribution of the pre-chambers improved with the larger nozzle, while the smaller nozzle generated jets with higher velocity, greater turbulence kinetic energy, and longer penetration length. Moreover, after the primary jet formation, secondary pre-chamber charging, combustion, and secondary jet formation were observed.</p><p dir="ltr">Two active PC injection strategies were designed to investigate the effect of injected hydrogen mass and PC mixture air-to-fuel equivalence ratio λ on PC combustion, jet formation, and main-chamber combustion. Stoichiometric or rich hydrogen/oxygen mixtures are actively injected into the pre-chamber to enhance the combustion processes in the pre-chamber and the main chamber. A three-dimensional numerical engine model is developed using the commercial CFD code CONVERGE. The engine geometry and parameters adopt a modified GM 4-cylinder 2.0L GDI gasoline engine. The local developments of gas temperature and velocity are resolved with the adaptive mesh refinement (AMR). The turbulence of the flow is computed with the k-epsilon model of the Reynolds averaged Navier–Stokes (RANS) equations. The turbulent combustion process is modeled with the extended coherent flamelet model (ECFM). Numerical results such as main chamber pressures and heat release rates are compared with experimental measurements, showing good consistency. Detailed analysis is performed to study the effect of the active pre-chamber injection with hydrogen on jet properties and turbulence chemistry interactions. An EGR limit of 36% was observed by injecting a stoichiometric hydrogen-oxygen mixture into the pre-chamber due to its high laminar flame speed and adiabatic flame temperature.</p>

[ES] El aumento global de las emisiones de gases de efecto invernadero desde el inicio de la Revolución Industrial se ha convertido en un grave peligro para la vida humana. Además de la generación de energía y la industria, el transporte, con el aumento del número total de vehículos en las últimas décadas, es uno de los principales responsables de este incremento exponencial de los gases causantes del calentamiento global. De hecho, ciudades como Barcelona o Madrid, entre muchas otras, están imponiendo restricciones al tráfico para mitigar esta situación. Sin embargo, la humanidad aún está a tiempo de invertir esta tendencia negativa y solucionar el problema medioambiental para las generaciones futuras. El objetivo principal de la presente Tesis se centra en el estudio, implementación y análisis del concepto de encendido por precámara pasiva para su aplicación en la próxima generación de vehículos automóviles. Más específicamente, esta investigación aborda los fenómenos físicos que intervienen en el proceso de combustión cuando se utiliza el sistema de encendido por precámara en un motor de encendido provocado. A continuación, se aplican algunas estrategias para mejorar el rendimiento térmico que se obtiene operando con este concepto. Finalmente, a partir del conocimiento generado, se presentan unas directrices básicas para el prediseño de este tipo de precámaras. La primera aproximación al concepto consiste en su implementación directa en el motor, obteniendo resultados experimentales en tres condiciones de funcionamiento diferentes en términos de carga y régimen de giro del motor. Además, también se evalúan diferentes geometrías de precámara. Aunque su implementación directa es relativamente sencilla mediante la sustitución de la bujía, la comprensión de ciertos fenómenos relevantes relacionados con la combustión, como el intercambio de gases o la penetración de los chorros, es extremadamente difícil sin el apoyo de herramientas computacionales. Esta es la principal razón que justifica el uso de herramientas numéricas 1D en la presente Tesis, ya que con un modelado adecuado basado en datos experimentales, se puede obtener información relevante en aquellas situaciones en las que no es factible generarla experimentalmente. Estas herramientas 1D tienen las ventajas de su bajo coste computacional y su capacidad de proporcionar resultados en poco tiempo. En cuanto al rendimiento térmico, se adoptan dos estrategias diferentes, como el aumento de lambda o el aumento de la tasa de recirculación de los gases de escape, para incrementar aún más las ventajas del sistema de encendido por precámara pasiva. Sin embargo, se alcanzan los límites físicos de aplicación de ambas estrategias y se proponen una serie de posibilidades para ampliar estos límites y aumentar el rendimiento térmico. Finalmente, a partir de los resultados experimentales y numéricos, se sugieren algunas pautas para diseñar una precámara que aproveche las ventajas observadas, aumentando el rendimiento térmico en comparación con los conceptos de encendido por bujía convencional y por precámara pasiva actuales. / [CA] L'augment global de les emissions de gasos d'efecte d'hivernacle des de l'inici de la Revolució Industrial s'ha convertit en un greu perill per a la vida humana. A més de la generació d'energia i la indústria, el transport, amb l'augment del nombre total de vehicles en les últimes dècades, és un dels principals responsables d'aquest increment exponencial dels gasos causants de l'escalfament global. De fet, ciutats com Barcelona o Madrid, entre moltes altres, estan imposant restriccions al trànsit per a mitigar aquesta situació. No obstant això, la humanitat encara és a temps d'invertir aquesta tendència negativa i solucionar el problema mediambiental per a les generacions futures. L'objectiu principal de la present Tesi se centra en l'estudi, implementació i anàlisi del concepte d'encesa per precàmera passiva per a la seua aplicació en la pròxima generació de vehicles automòbils. Més específicament, aquesta investigació aborda els fenòmens físics que intervenen en el procés de combustió quan s'utilitza el sistema d'encesa per precàmera en un motor d'encesa provocada. A continuació, s'apliquen algunes estratègies per a millorar el rendiment tèrmic que s'obté operant amb aquest concepte. Finalment, a partir del coneixement generat, es presenten unes directrius bàsiques per al predisseny d'aquesta mena de precàmeres. La primera aproximació al concepte consisteix en la seua implementació directa en el motor, obtenint resultats experimentals en tres condicions de funcionament diferents en termes de càrrega i règim de gir del motor. A més, també s'avaluen diferents geometries de precàmera. Encara que la seua implementació directa és relativament senzilla mitjançant la substitució de la bugia, la comprensió d'uns certs fenòmens rellevants relacionats amb la combustió, com l'intercanvi de gasos o la penetració dels dolls, és extremadament difícil sense el suport d'eines computacionals. Aquesta és la principal raó que justifica l'ús d'eines numèriques 1D en la present Tesi, ja que amb un modelatge adequat basat en dades experimentals es pot obtindre informació rellevant en aquelles situacions en les quals no és factible generar-la experimentalment. Aquestes eines 1D tenen com a principal avantatge el seu baix cost computacional i la seua capacitat de proporcionar resultats en poc temps. Quant al rendiment tèrmic, s'adopten dues estratègies diferents, com l'augment de lambda o l'augment de la taxa de recirculació dels gasos d'escapament, per a incrementar encara més els avantatges del sistema d'encesa per precàmera passiva. No obstant això, s'aconsegueixen els límits físics d'aplicació de totes dues estratègies i es proposen una sèrie de possibilitats per a ampliar aquests límits i augmentar el rendiment tèrmic. Finalment, a partir dels resultats experimentals i numèrics, se suggereixen algunes pautes per a dissenyar una precàmera que aprofite els avantatges observats, augmentant el rendiment tèrmic en comparació amb els conceptes d'encesa per bugia convencional i per precàmera passiva actuals. / [EN] The global greenhouse gas emissions increase since the start of the Industrial Revolution has become a serious hazard to human life. In addition to power generation and industry, transportation, with the rise in the total vehicle number in the last decades, is one of the main contributors to this exponential increase of global warming-causing gases. In fact, cities such as Barcelona or Madrid, among many others, are imposing traffic restrictions to mitigate this situation. However, mankind is still on time to reverse this negative tendency and fix the environmental issue for the upcoming generations. The main goal of the present Thesis focuses on the study, implementation and analysis of the passive pre-chamber ignition concept in a near-future light-duty passenger car application. To be more specific, the investigation addresses the physical phenomena involving the combustion process when pre-chamber ignition system is used in a spark-ignition engine. Then, some strategies to improve thermal efficiency while employing this concept are applied. Finally, with all the knowledge gathered, basic guidelines for a pre-chamber pre-design are presented. The first approach to the concept consists of its direct implementation in the engine, obtaining experimental results in three different operating conditions in terms of engine load and speed. Furthermore, different prechamber geometries are also evaluated. Although its direct implementation is relatively straightforward by exchanging the spark plug, understanding some of the relevant phenomena related to the combustion process, such as gas exchange or jet-tip penetration, is extremely difficult without the support of computational tools. This is the main reason supporting the use of 1D numerical tools in the present Thesis, since with proper modeling based on experimental data, further knowledge can be obtained in those situations where experimental evaluations are not feasible. These 1D tools have the benefits of their low computational cost and their ability to provide reasonably good results in a short period of time. In terms of thermal efficiency, two different strategies, such as the increase of lambda or the increase of the exhaust gas re-circulation rate, are adopted to extend further the benefits of the passive pre-chamber ignition system. However, the physical application limits of both strategies are reached, and a series of possibilities are proposed to expand these limits and increase thermal efficiency. Finally, with all the experimental and numerical results, some guidelines are suggested to design a pre-chamber that takes advantage of the benefits, increasing thermal efficiency compared with the conventional spark ignition and the current passive pre-chamber concepts. / The respondent wishes to acknowledge the financial support received through contract FPI-S2-19-21993 of the Programa de Apoyo para la Investigación y Desarrollo (PAID) of Universitat Politècnica de València. Parts of the work presented in this thesis have been supported by different collaborations with the research partner Sandia National Laboratories LLC, 7011 East Ave, Livermore, California, US. / Martínez Hernándiz, PJ. (2023). Implementation and Analysis of the Pre-Chamber Ignition Concept in a SI Engine for Passenger Car Applications [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/202063

[EN] In the current work, the characterization of the combustion process inside a stratified pre-chamber spark ignition (PCSI) system is performed. An extensive bibliographical review about the pre-chamber systems developed from the second half of the 20th century until modern times is presented. The review shows that the latest generation systems have the potential to accomplish the emissions limits while providing high performance and low fuel consumption. Nevertheless, many efforts of the scientific community are still needed to allow the large-scale application of the technology. Indeed, based on the outstanding challenges observed, the investigation plan is developed including both experimental and numerical parts. All experiments were performed by means of the rapid compressionexpansion machine (RCEM) in the CMT-Motores Térmicos laboratory. The original cylinder head layout was modified to allow the housing of the prechamber itself, fuel injectors, spark plug, pressure transducers in both chamber, and a thermocouple. The test methodology involved the acquisition of the pressure evolution in both main chamber and pre-chamber, the piston position (used to compute the instantaneous cylinder volume), the duration of the auxiliary injection, and the spark ignition point. These are used as input for the zero-dimensional thermodynamic model which simulates the fundamental parameters aims to characterize the PCSI system working cycle. Therefore, a deeper knowledge of the mass interchanged process, induced turbulence field, heat release rate, combustion speed, and flame regime is generated. Subsequently, to calibrate the zero-dimensional model coefficients under motoring conditions, several 3D CFD simulations were carried out by means of Converge software. Hence, the results of the simulations in terms of interchanged mass and pre-chamber turbulent kinetic energy have been used to calibrate the nozzle discharge coefficient and the turbulence sub-model coefficients for all the pre-chamber geometries. Furthermore, the 3D CFD simulations outputs are analysed to fully understand the flow field structure and the local effect induced by the different nozzles at the spark activation time. The turbulent kinetic energy in terms of intensity and orientation is investigated over several relevant pre-chamber sections. The results reveal a clear relationship between the turbulence developed within the pre-chamber and the orifices structure. Straight orifices or perpendicular jets impact, promote more intense local turbulence due to direct collision while tilted orifices guarantee more homogeneity due to the swirling motion. Additionally, increase the orifice numbers shows benefits on the fluid dynamic homogeneity. Thus, preceding the experimental campaign several fundamental aspects of the system are evaluated. The cycle-to-cycle dispersion is explored by means of the statistical assessment showing low pressure peak deviation. The auxiliary injection pressure and timing are optimized for avoiding wall wetting phenomena while ensuring proper air/fuel mixing. Finally, the spark activation point is chosen as a function of the theoretically maximum turbulent flame speed. Thereby, the experimental campaign is carried out according to tests matrix, in order to evaluate the effect of the equivalence ratio of both chambers, and how the orifices diameter, number, and distribution affect the combustion process. Moreover, chemiluminescence visualization tests, performed by means of the available optical access of the RCEM, are combined with zerodimensional and 3D CFD results to shed light on the work cycle. Conclusions suggest a slightly rich mixture inside the pre-chamber combined with the highest number of tilted orifices as the better configuration for improving combustion efficiency under lean and ultra-lean main chamber mixture conditions. Nevertheless, axial orifices should be considered for further investigations. Finally, the author proposes a series of developments considered interesting in both the experimental and numerical fields. / [ES] En el presente trabajo se realiza la caracterización del proceso de combustión dentro de un sistema de encendido por pre-cámara bajo carga estratificada. Por lo tanto, se presenta una extensa revisión bibliográfica sobre los sistemas de pre-cámara desarrollados desde la segunda mitad del siglo XX hasta los tiempos modernos. El resumen muestra que los sistemas de última generación tienen el potencial de cumplir con los límites de las emisiones, al tiempo que proporcionan un alto rendimiento y un bajo consumo de combustible. No obstante, todavía se necesitan muchos esfuerzos de la comunidad científica para permitir la difusión a gran escala de la tecnología. De hecho, sobre la base de los desafíos abiertos observados, se desarrolla el plan de investigación incluyendo tanto una parte experimental como numérica. Todos los experimentos se realizan mediante la máquina de compresión-expansión rápida (RCEM) de que dispone el laboratorio CMT-Motores Térmicos . La disposición original de la culata se modificó para permitir el alojamiento de la propia pre-cámara, los inyectores , la bujía, los sensores de presión y un termopar. La metodología de ensayo implica la adquisición de la evolución de la presión tanto en cámara principal como en pre-cámara, el volumen del cilindro, la duración de la inyección auxiliar y el punto de ignición de la bujía. Estos se utilizan como parámetros de entrada para el modelo termodinámico cero-dimensional que devuelve los parámetros fundamentales que caracterizan ciclo de trabajo del sistema PCSI. Por lo tanto, se genera un conocimiento más profundo del proceso de intercambio de masas, del campo de turbulencias inducidas, de la tasa de liberación de calor, de la velocidad de combustión y del régimen de la llama. Posteriormente, para calibrar los coeficientes del modelo cero-dimensional bajo condiciones de arrastre, se llevaron a cabo varias simulaciones CFD en 3D mediante el software Converge. Por lo tanto, los resultados de las simulaciones en términos de masa intercambiada y energía cinética turbulenta de la precámara se han utilizado para calibrar el coeficiente de descarga de la tobera y los coeficientes del sub-modelo de turbulencia para todas las geometrías de la pre-cámara. Además, se analizan los resultados de las simulaciones CFD para comprender plenamente la estructura del campo de flujo y el efecto local inducido por las diferentes geometriás en el tiempo de activación de la chispa. La energía cinética turbulenta en términos de intensidad y orientación se investiga en varias secciones relevantes de la pre-cámara. Los resultados revelan una clara relación entre la turbulencia desarrollada dentro de la pre-cámara y la estructura de los orificios. Los orificios rectos o los chorros perpendiculares, promueven una turbulencia local más intensa debido a la colisión directa mientras que los orificios inclinados del campo fluido y del dosado. Precedentemente al desarrollo de la campaña experimental se evalúan varios aspectos fundamentales del sistema. La dispersión ciclo a ciclo se explora por medio de la evaluación estadística que muestra una baja desviación de los picos de presión. La presión y el punto de inyección auxiliar se optimizan para evitar los fenómenos de mojado de las paredes, asegurando al mismo tiempo una mezcla adecuada de aire/combustible. Finalmente, el punto de activación de la chispa se elige en función de la velocidad máxima teórica de la llama turbulenta. De este modo, la campaña experimental se lleva a cabo de acuerdo con la matriz de pruebas, con el fin de evaluar el efecto del dosado equivalente de ambas cámaras, y cómo el diámetro, el número y la distribución de los orificios afectan al proceso de combustión. Además, las pruebas de visualización de quimioluminiscencia, realizadas mediante el acceso óptico disponible de la RCEM, se combinan con resultados de CFD y resultados del modelo cerodimen para arrojar luz sobre el ciclo de trabajo. Las conclusiones sugieren que una mezcla ligeramente rica dentro de la pre-cámaracombinadaconelmayornúmerodeorificiosdesfasadoseslamejor configuración para garantizar un elevada eficiencia de la combustión en condiciones de mezcla pobre y ultra-pobre de la cámara principal. No obstante, los orificios axiales deben ser considerados para investigaciones futuras. Por último, el autor propone una serie de desarrollos considerados interesantes tanto en el campo experimental como en el numérico. / [CA] En el present treball es realitza la caracterització del procés de combustió dins d'un sistema d'encesa de pre-cambra soto càrrega estratifi-cada. Per tant, es presenta una extensa revisió bibliogràfica sobre els sistemes de precambra desenvolupats des de la segona meitat del segle XX fins als temps moderns. El resum mostra que els sistemes d'última generació tenen el potencial de complir amb els límits de les emissions, al mateix temps que proporcionen un alt rendiment i un baix consum de combustible. No obstant això, encara es necessiten molts esforços de la comunitat científica per a permetre la difusió a gran escala de la tecnologia. De fet, sobre la base dels desafiaments oberts observats, es desenvolupa el pla d'investigació incloent tant una part experimental com numèrica. Tots els experiments es realitzen mitjançant la màquina de compressió-expansió ràpida (RCEM) de què disposa el laboratori CMT-Motors Tèrmics. La disposició original de la culata es va modificar per a permetre l'allotjament de la pròpia pre-cambra, els injectors , la bugia, els sensors de pressió i un termoparell. La metodologia d'assaig implica l'adquisició de l'evolució de la pressió tant en cambra principal com en pre-cambra, el volum del cilindre, la duració de la injecció auxiliar i el punt d'ignició de l'espurna. Aquests s'utilitzen com a paràmetres d'entrada per al model termodinàic zero-dimensional que retorna els paràmetres fonamen-tals que caracteritzen cicle de treball del sistema PCSI. Per tant, es genera un coneixement més profund del procés d'intercanvi de masses, del camp de turbulències induïdes, de la taxa d'alliberament de calor, de la velocitat de combustió i del règim de la flama. Posteriorment, per a calibrar els coefi-cients del model zerodimensional sota condicions d'arrossegament, es van dur a terme diverses simulacions CFD en 3D mitjançant el programari Converge. Per tant, els resultats de les simulacions en termes de massa intercanviada i energia cinètica turbulenta de la pre-cambra s'han utilitzat per a calibrar el coeficient de descàrrega de la tovera i els coeficients del sub-model de turbulència per a totes les geometries de la pre-cambra. A més, s'analitzen els resultats de les simulacions CFD per a comprendre plenament l'estructura del camp de flux i l'efecte local induït per les diferents geometries en el temps d'activació de l'espurna. L'energia cinètica turbulenta en termes d'intensitat i orientació s'investiga en diverses seccions rellevants de la pre-cambra. Els resultats revelen una clara relació entre la turbulència desenvolupada dins de la pre-cambra i l'estructura dels orificis. Els orificis rectes o els dolls perpendiculars, promouen una turbulència local més intensa a causa de la col·lisió directa mentre que els orificis inclinats garanteixen una major homogeneïtat a causa de la generació d'un macro-remolì. A més, l'augment del nombre d'orificis mostra beneficis en l'homogeneïtat fluid-dinàmica. Llavors, abans de la campanya experimental s'avaluen diversos aspectes fonamentals del sistema. La dispersió cicle a cicle s'explora per mitjà de l'avaluació estadística que mostra una baixa desviació dels pics de pressió. La pressió i el punt d'injecció auxiliar s'optimitzen per a evitar els fenòmens de mullat de les parets, assegurant al mateix temps una mescla adequada d'aire/combustible. Finalment, el punt d'activació de l'espurna es tria en funció de la velocitat màxima teòrica de la flama turbulenta. D'aquesta manera, la campanya experimental es duu a terme d'acord amb la matriu de proves, amb la finalitat d'avaluar l'efecte del dosatge equivalent de totes dues cambres, i com el diàmetre, el numero i la distribució dels orificis afecten el procés de combustió. A més, les proves de visualització de quimioluminescència, realitzades mitjançant l’accés òptic disponible de la RCEM, es combinen amb resultats de CFD i resultats del model zero-dimensional per a llançar llum sobre el cicle de treball. Les conclusions suggereixen que una mescla lleugerament rica dins de la pre-cambra combinada amb el major nombre d’orificis desfasats és la millor configuració per a garantir un elevada eficiència de la combustió en condicions de mescla pobra i ultra-pobre de la cambra principal. No obstant això, els orificis axials han de ser considerats per a investigacions futures. Finalment, l’autor proposa una sèrie de desenvolupaments considerats interessants tant en el camp experimental com en el numèric. / Pagano, V. (2020). Analysis of a stratified pre-chamber spark ignition system under lean mixture conditions [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/152486