SRM Engine Suite

Last updated

SRM Engine Suite
Developer(s) CMCL Innovations [1]
Stable release
2021.2 / (1 September 2021)
Operating system Microsoft Windows
Type Engineering Software
License Proprietary software
Website www.cmclinnovations.com/srm

The SRM Engine Suite is an engineering software tool used for simulating fuels, combustion and exhaust gas emissions in internal combustion engine (IC engine) applications. It is used worldwide by leading IC engine development organisations and fuel companies. The software is developed, maintained and supported by CMCL Innovations, [1] Cambridge, U.K.

Contents

Applications

The software has been applied to simulate almost all engine applications and all transportation fuel combinations with many examples [2] published in numerous leading peer-reviewed journals, a brief summary of these articles is presented here. [3]

  1. Spark ignition combustion mode: Sub-models to simulate Direct Injection Spark Ignition engines for regular flame propagation events, [4] PM [5] and NOx [4] exhaust gas emissions. Further analysis of knocking [6] and irregular combustion events [7] are facilitated through the implementation of user-defined or the chemical kinetic fuel models included with the tool.
  2. CIDI (diesel) combustion mode: Sub-models for direct injection, turbulence and chemical kinetic enable the simulation of diesel combustion and emission analysis. Typical user projects have included combustion, PM and NOx simulation over a load-speed map, [8] virtual engine optimization, [9] comparison with 3D-CFD [8] and injection strategy optimization. [10]
  3. Low temperature combustion mode: Known as HCCI or premixed CIDI combustion (PCCI, PPCI), ignition and flame propagation in low temperature combustion mode is more sensitive to fuel chemistry effects. By accounting for user defined or by applying the default chemical kinetic fuel models, users do benefit from enhanced predictive performance. Typical projects include identifying the operating [11] and misfire limits [12] for multiple fuel types.
  4. Advanced fuels: To date the model has been applied to conventional diesel, [8] [9] gasoline, [4] [5] blends of gasoline and diesel, [12] bio-fuels, [13] hydrogen, [14] natural gas, [15] and ethanol-blended gasoline fuel [16] applications.
  5. Exhaust gas emissions: Through the implementation of detailed chemical kinetic in both the gas [8] and solid particulate [5] phases, all conventional automotive and non-road exhaust gas emissions are simulated in detail.
SRM Engine Suite Data Visualisation SRM Engine Suite GIF.gif
SRM Engine Suite Data Visualisation

The model

The software is based on the stochastic reactor model (SRM), [17] which is stated in terms of a weighted stochastic particle ensemble. SRM is particular useful in the context of engine modelling [18] as the dynamics of the particle ensemble includes detailed chemical kinetics whilst accounting for inhomogeneity in composition and temperature space arising from on-going fuel injection, heat transfer and turbulence mixing events. Through this coupling, heat release profiles and in particular the associated exhaust gas emissions (Particulates, NOx, Carbon monoxide, Unburned hydrocarbon etc.) can be predicted more accurately than if using the more conventional approaches of standard homogenous and multi-zone reactor methods. [3]

Coupling with third party software tools

The software can be coupled as a plug-in into 1D engine cycle software tools, [3] are capable of simulating the combustion and emissions during closed volume period of the cycle (combustion, TDC and negative valve overlap).

An advanced Application programming interface enables for the model to be coupled with a user-defined codes such as 3D-CFD [19] or control [14] software.

See also

Related Research Articles

<span class="mw-page-title-main">Diesel engine</span> Type of internal combustion engine

The diesel engine, named after Rudolf Diesel, is an internal combustion engine in which ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to mechanical compression; thus, the diesel engine is called a compression-ignition engine. This contrasts with engines using spark plug-ignition of the air-fuel mixture, such as a petrol engine or a gas engine.

<span class="mw-page-title-main">Wankel engine</span> Combustion engine using an eccentric rotary design

The Wankel engine is a type of internal combustion engine using an eccentric rotary design to convert pressure into rotating motion. The concept was proven by German engineer Felix Wankel, followed by a commercially feasible engine designed by German engineer Hanns-Dieter Paschke. The Wankel engine's rotor, which creates the turning motion, is similar in shape to a Reuleaux triangle, with the sides having less curvature. The rotor spins inside a figure-eight-like epitrochoidal housing, around a fixed-toothed gearing. The midpoint of the rotor moves in a circle around the output shaft, spinning the shaft via a cam.

<span class="mw-page-title-main">Two-stroke engine</span> Internal combustion engine type

A two-strokeengine is a type of internal combustion engine that completes a power cycle with two strokes of the piston during one power cycle, this power cycle being completed in one revolution of the crankshaft. A four-stroke engine requires four strokes of the piston to complete a power cycle during two crankshaft revolutions. In a two-stroke engine, the end of the combustion stroke and the beginning of the compression stroke happen simultaneously, with the intake and exhaust functions occurring at the same time.

<span class="mw-page-title-main">Exhaust gas recirculation</span> NOx reduction technique used in gasoline and diesel engines

In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in petrol/gasoline, diesel engines and some hydrogen engines. EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. The exhaust gas displaces atmospheric air and reduces O2 in the combustion chamber. Reducing the amount of oxygen reduces the amount of fuel that can burn in the cylinder thereby reducing peak in-cylinder temperatures. The actual amount of recirculated exhaust gas varies with the engine operating parameters.

In spark-ignition internal combustion engines, knocking occurs when combustion of some of the air/fuel mixture in the cylinder does not result from propagation of the flame front ignited by the spark plug, but when one or more pockets of air/fuel mixture explode outside the envelope of the normal combustion front. The fuel–air charge is meant to be ignited by the spark plug only, and at a precise point in the piston's stroke. Knock occurs when the peak of the combustion process no longer occurs at the optimum moment for the four-stroke cycle. The shock wave creates the characteristic metallic "pinging" sound, and cylinder pressure increases dramatically. Effects of engine knocking range from inconsequential to completely destructive.

<span class="mw-page-title-main">Exhaust gas</span> Gases emitted as a result of fuel reactions in combustion engines

Exhaust gas or flue gas is emitted as a result of the combustion of fuels such as natural gas, gasoline (petrol), diesel fuel, fuel oil, biodiesel blends, or coal. According to the type of engine, it is discharged into the atmosphere through an exhaust pipe, flue gas stack, or propelling nozzle. It often disperses downwind in a pattern called an exhaust plume.

Homogeneous Charge Compression Ignition (HCCI) is a form of internal combustion in which well-mixed fuel and oxidizer are compressed to the point of auto-ignition. As in other forms of combustion, this exothermic reaction produces heat that can be transformed into work in a heat engine.

In internal combustion engines, water injection, also known as anti-detonant injection (ADI), can spray water into the incoming air or fuel-air mixture, or directly into the combustion chamber to cool certain parts of the induction system where "hot points" could produce premature ignition. In jet engines — particularly early turbojets or engines in which it is not practical or desirable to have an afterburner — water injection may be used to increase engine thrust, particularly at low-altitudes and at takeoff.

Hydrogen fuel enhancement is the process of using a mixture of hydrogen and conventional hydrocarbon fuel in an internal combustion engine, typically in a car or truck, in an attempt to improve fuel economy, power output, emissions, or a combination thereof. Methods include hydrogen produced through an electrolysis, storing hydrogen on the vehicle as a second fuel, or reforming conventional fuel into hydrogen with a catalyst.

<span class="mw-page-title-main">Alcohol fuel</span>

Various alcohols are used as fuel for internal combustion engines. The first four aliphatic alcohols are of interest as fuels because they can be synthesized chemically or biologically, and they have characteristics which allow them to be used in internal combustion engines. The general chemical formula for alcohol fuel is CnH2n+1OH.

<span class="mw-page-title-main">Free-piston engine</span>

A free-piston engine is a linear, 'crankless' internal combustion engine, in which the piston motion is not controlled by a crankshaft but determined by the interaction of forces from the combustion chamber gases, a rebound device and a load device.

Crankcase dilution is a phenomenon of internal combustion engines in which unburned diesel or gasoline accumulates in the crankcase. Excessively rich fuel mixture or incomplete combustion allows a certain amount of fuel to pass down between the pistons and cylinder walls and dilute the engine oil. It is more common in situations where fuel is injected at a very high pressure, such as in a direct-injected diesel engine.

Brake-specific fuel consumption (BSFC) is a measure of the fuel efficiency of any prime mover that burns fuel and produces rotational, or shaft power. It is typically used for comparing the efficiency of internal combustion engines with a shaft output.

Emulsified Fuels are emulsions composed of water and a combustible liquid, either oil or a fuel. Emulsions are a particular example of a dispersion comprising a continuous and a dispersed phase. The most commonly used emulsion fuel is water-in-diesel emulsion. In the case of emulsions, both phases are the immiscible liquids, oil and water. Emulsion fuels can be either a microemulsion or an ordinary emulsion. The essential differences between the two are stability and particle size distribution. Microemulsions are isotropic whereas macroemulsions are prone to settling and changes in particle size over time. Both use surfactants and can be either water-in-oil, or oil-in-water or bicontinuous.

The Cummins X-series engine is an Inline (Straight)-6 diesel engine produced by Cummins for heavy duty trucks and motorcoaches, replacing the N14 in 2001 when emissions regulations passed by the EPA made the engine obsolete. Originally called the "Signature" series engine, the ISX uses the "Interact System" to further improve the engine. This engine is widely used in on highway and vocational trucks and is available in power ranging from 430 hp all the way to 620 hp 2050 lb-ft. The QSX is the off-highway version of the ISX with the Q standing for Quantum. The QSX is used for industrial, marine, oil & gas and other off-highway applications. Cummins also produced a 650 hp and 1950 lb-ft version for the RV market.

<span class="mw-page-title-main">Internal combustion engine</span> Engine in which the combustion of a fuel occurs with an oxidizer in a combustion chamber

An internal combustion engine is a heat engine in which the combustion of a fuel occurs with an oxidizer in a combustion chamber that is an integral part of the working fluid flow circuit. In an internal combustion engine, the expansion of the high-temperature and high-pressure gases produced by combustion applies direct force to some component of the engine. The force is typically applied to pistons, turbine blades, a rotor, or a nozzle. This force moves the component over a distance, transforming chemical energy into kinetic energy which is used to propel, move or power whatever the engine is attached to.

Low-speed pre-ignition (LSPI), also known as stochastic pre-ignition (SPI), is a pre-ignition event that occurs in gasoline vehicle engines when there is a premature ignition of the main fuel charge. LSPI is most common in certain turbocharged direct-injection vehicles operating in low-speed and high-load driving conditions.

The free-piston linear generator (FPLG) uses chemical energy from fuel to drive magnets through a stator and converts this linear motion into electric energy. Because of its versatility, low weight and high efficiency, it can be used in a wide range of applications, although it is of special interest to the mobility industry as range extenders for electric vehicles.

Partially premixed combustion (PPC), also known as PPCI or GDCI is a modern combustion process intended to be used in internal combustion engines of automobiles and other motorized vehicles in the future. Its high specific power, high fuel efficiency and low exhaust pollution have made it a promising technology. As a compression-ignition engine, the fuel mixture ignites due to the increase in temperature that occurs with compression rather than a spark from a spark plug. A PPC engine injects and premixes a charge during the compression stroke. This premixed charge is too lean to ignite during the compression stroke – the charge will ignite after the last fuel injection ends near TDC. The fuel efficiency and working principle of a PPC engine resemble those of Diesel engine, but the PPC engine can be run with a variety of fuels. Also, the partially premixed charge burns clean. Challenges with using gasoline in a PPC engine arise due to the low lubricity of gasoline and the low cetane value of gasoline. Use of fuel additives or gasoline-diesel or gasoline-biodiesel blends can mitigate the various problems with gasoline.

<span class="mw-page-title-main">Convergent Science</span>

Convergent Science is an engineering software company which has its headquarters in Madison, Wisconsin. The company develops and supports CONVERGE CFD software, a general purpose computational fluid dynamics (CFD) solver.

References

  1. 1 2 "Advanced software, consulting and training for the powertrain, energy and process engineering industries". CMCL Innovations. 12 January 2013. Retrieved 26 March 2013.
  2. ↑ "User Stories | CMCL Innovations". www.cmclinnovations.com. Retrieved 14 February 2017.
  3. 1 2 3 Coble; et al. (2011). "Implementing Detailed Chemistry and In-Cylinder Stratification into 0/1-D IC Engine Cycle Simulation Tools". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2011-01-0849. SAE 2011-01-0849.
  4. 1 2 3 Etheridge; et al. (2011). "Modelling cycle to cycle variations in an SI engine with detailed chemical kinetics". Combustion and Flame. 158: 179–188. doi:10.1016/j.combustflame.2010.08.006.
  5. 1 2 3 Etheridge; et al. (2011). "Modelling soot formation in a DISI engine". Proceedings of the Combustion Institute. 33 (2): 3159–3167. doi:10.1016/j.proci.2010.07.039.
  6. ↑ "The impact of fuel properties on "knocking" combustion in boosted spark ignition engines" (PDF). CMCL Innovations. 2012. Retrieved 14 February 2017.
  7. ↑ "Predictive combustion simulations for "downsized" direct injection spark-ignition engines" (PDF). CMCL Innovations. 2010. Retrieved 14 February 2017.
  8. 1 2 3 4 Smallbone; et al. (2013). "Virtual Performance and Emissions Mapping for Diesel Engine Design Optimization". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2013-01-0308. SAE 2013-01-0308.
  9. 1 2 Smallbone; et al. (2011). "Identifying Optimal Operating Points in Terms of Engineering Constraints and Regulated Emissions in Modern Diesel Engines". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2011-01-1388. SAE 2013-01-0308.
  10. ↑ "Partially-Premixed Compression Ignition (PPCI) and Low Temperature Combustion (LTC) modes". CMCL Innovations. 2010. Archived from the original on 28 February 2014.
  11. ↑ Bhave; et al. (2005). "Evaluating the EGR-AFR Operating Range of a HCCI Engine". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2005-01-0161. SAE 2005-01-0161.
  12. 1 2 Smallbone; et al. (2011). "Simulating PM Emissions and Combustion Stability in Gasoline/Diesel Fuelled Engines". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2011-01-1184. SAE 2011-01-1184.
  13. ↑ Mosbach; et al. (2006). "Simulating a Homogeneous Charge Compression Ignition Engine Fuelled with a DEE/EtOH Blend". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2006-01-1362. SAE 2006-01-1362.
  14. 1 2 Aldawood; et al. (2009). "HCCI Combustion Phasing Transient Control by Hydrogen-Rich Gas: Investigation Using a Fast Detailed-Chemistry Full-Cycle Model". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2009-01-1134. SAE 2009-01-1134.
  15. ↑ Bhave; et al. (2004). "Analysis of a natural gas fuelled homogeneous charge compression ignition engine with exhaust gas recirculation using a stochastic reactor model". International Journal of Engine Research. 5: 93–104. doi:10.1243/146808704772914273. S2CID   93782071.
  16. ↑ Jiawei; et al. (2021). "Effects of Ethanol-Blended Fuel on Combustion Characteristics, Gaseous and Particulate Emissions in Gasoline Direct Injection (GDI) Engines". SAE Technical Paper. SAE Technical Paper Series. 1. doi:10.4271/2021-26-0356. S2CID   244187125. SAE 2021-26-0356.
  17. ↑ Kraft, Markus (1998). Stochastic Modeling of Turbulent Reacting Flow in Chemical Engineering (Fortschritt-Berichte, 391 ed.). VDI-Verlag. ISBN   978-3-18-339106-6.
  18. ↑ Kraft, M; Maigaard, P; Mauss, F; Christensen, M; Johansson, B (2000). "Investigation of combustion emissions in a homogeneous charge compression injection engine: Measurements and a new computational model". Proceedings of the Combustion Institute. 28 (1): 1195–1201. doi:10.1016/S0082-0784(00)80330-6.
  19. ↑ Cao; et al. (2009). "Influence of Injection Timing and Piston Bowl Geometry on PCCI Combustion and Emissions". SAE Technical Paper. 2: 1019–1033. doi:10.4271/2009-01-1102. SAE 2009-01-1102.
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