FUEL & COMBUSTION - MS5038

PRE-MIXED CHARGED ENGINE COMBUSTION

7.3. BURNING RATE PREDICTION (Part 2)

by:

Rizky Perdani Putri (NIM 23115304)

Fakultas Teknik Mesin dan Dirgantara

Institut Teknologi Bandung

2017
 Fuel & Combustion 2017

7.3. BURNING RATE PREDICTION

Burning Rate Prediction

The use of pressure data to determine the burning rate leaves many questions still
unanswered and is not predictive. For a predictive method, the chamber geometry,
turbulence parameters, bulk velocity, and chemical kinetics must be introduced. In lieu of
theory, a strictly empirical method of fitting the burning rate to engine parameters can be
used. The most successful approach used to date is to define the flame velocity Vf,, one-
dimensionally from

The flame velocity is relative to the unburned gas and is thus much slower than the
laboratory coordinate flame velocity, which includes the motion due to product expansion.
The one-dimensional surface that seems to best approximate the flame geometry is a
sphere with its origin at the spark plug or at the point where the kernel first begins to grow
rapidly. Figure 7.5 shows flame profile data obtained from high-speed motion pictures of the
flame using a piston with a quartz window. In this example the cylinder bore was 92 mm and
the stroke was 76 mm. The engine was at part throttle so that the volumetric efficiency was
about 50%. The indicated mean effective pressure was 524 k Pa, and the thermal efficiency
was 29.2% for the condition of Figure 7.5a and 32.5% for that of Figure 7.5b, From the two
conditions shown plus others it is concluded that a spherical flame model reasonably
approximates a curve lit through the data. The center of the sphere is not coincident with the
spark plug location, because of the swirl. The two-zone model can he made predictive if the
flame velocity relative to the unburned mixture, as defined by Eq. 7.5, is known in terms of
engine parameters.

7.3. Burning Rate Prediction Page 2

 Fuel & Combustion 2017

FIGURE 7.5
Flame shape in wedge-shaped chamber.
(a) 1000 rpm, F = 1.0, 23' spark advance, no EGR,
swirl = 1200 rpm clockwise. (b) 1400 rpm,
F = 0.92, 32° spark advance, 5% EGR,
swirl = 1680 rpm clockwise [Mattavi et al., "Engine
Improvements Through Combustion Modeling," in
Mattavi and Amann (eds.), Combustion Modeling in
Reciprocating Engines, © 1980, with permission of
Plenum Press]

Such correlations are discussed in section 7.4. Given such a correlation and defining Af as
the surface area of a smooth spherical flame front which encloses the burned volume, Vb ,
one may calculate ṁb from Eq. 7.5. Thus the unknownsare reduced by 1 and the pressure
can be calculated, rather than sipplied from data. The appropriate equations to be solved for
this predictive version are

7.3. Burning Rate Prediction Page 3

 Fuel & Combustion 2017

The above equations, when coupled to flame speed correlations such as discussed
in the next section, allow prediction of the effects of engine geometry and have been used to
improve design as illustrated in Section 7.6 The weakness lies in the indirect coupling to the
chamber fluid mechanics, such coupling to the fluid mechanics requires the computational
fluid approach discussion in section 7.5.

7.3. Burning Rate Prediction Page 4