indo japan expert committee meeting 2016 (ijecm2016) on
TRANSCRIPT
Indo Japan Expert Committee Meeting 2016
(IJECM2016)
29 Aug – 2 Sept 2016
INDIAN INSTITUTE OF TECHNOLOGY MADRAS
Chennai – 600036, India
Working Document
Indo Japan Expert Committee Meeting 2016
(IJECM2016)
on
Modeling & Diagnostics in Combustion
Co-ordinators
Prof. Pramod S. Mehta, IIT Madras
Prof. S.R. Chakravarthy, IIT Madras
&
Prof. Hidenori Kosaka, Tokyo Tech, Japan
Under the auspices of the DST-JSPS
Science and Technology Program of Cooperation
INDIAN INSTITUTE OF TECHNOLOGY MADRAS
Chennai – 600036, India
29 Aug – 2 Sept 2016
Preface
The dawn of the new millennium has brought upon us some unmistakably remarkable trends: the twin
challenges of energy security from depleting fossil fuels that have driven the world economy in the last
hundred years and the environmental degradation that their rampant use has led to in the form of
anthropogenic global climate change; globalization of the world economic order; and, a large-scale
spread of the internet across the globe. Thus, the energy and environmental challenges are to be
solved by means of global cooperation. Combustion is at the crux of the energy and environment
conundrum. Clean combustion with emerging alternative fuels is the path forward amidst several
other emerging trends of hybridization with renewable energy forms for power and transportation.
It is in the spirit that encompasses the foregoing, that the DST-JSPS Bilateral Science and Technology
Cooperation Programme has found it fit to support the Indo-Japanese Expert Committee Meeting
2016 (IJECM2016) on Modelling and Diagnostics in Combustion, being held at the Indian Institute of
Technology Madras during 29 Aug – 2 Sep 2016.
The seeds for this programme were sown when Prof. Takeyuki Kamimoto, Former Professor of Tokyo
Tech, visited India in October 2013 as an Invited Speaker at the SERB School of Combustion
Modelling and Diagnostics at IIT Indore under the auspices of the National Centre for Combustion
Research and Development (NCCRD). The programme now includes ten eminent professors from
different universities across Japan travelling to India, to confabulate with a like number of academics
from premier institutions across India. A third and crucial component is the participation of members
of the industry—TVS, Mahindra, GE Global Research Centre (Bengaluru), and Kistler. The
programme of this meeting has been evolved to reflect the mantra “talk less, work more”; talks
delivered by the Japanese and Indian academics would bring out the essence of their research
expertise and interests within the first two days, setting the stage for further intense interactions at
various levels—individual, inter-academic, industry-academic, institutional, and trans-national.
Separate sessions are planned for industry presentations and interactions. An industry tour to the now
globally renowned Mahindra Research Valley is scheduled. The Office of International Relations at
IIT Madras is taking an active interest in this event, and would foster institutional collaborative
arrangements including involvement by the industry.
This booklet is being brought out to capture the abstracts of all the talks to be delivered by the
Japanese and Indian academics and the industry presentations. It also includes a writeup about the
NCCRD at IIT Madras, Chennai, and IISc, Bengaluru—an emerging hub of combustion research in
this part of the world. It is hoped that this compendium would sow the seeds for long -lasting
professional relationships and stoke fond memories of a fruitful week of deliberations.
The meeting would not be possible without the support from several quarters, which is gratefully
acknowledged: Prof. T. Kamimoto, DST-JSPS Bilateral Science and Technology Cooperation
Programme, TVS Motors, Mahindra & Mahindra, Kistler, Office of International Relations, IIT
Madras, and the NCCRD staff.
Wish you a happy and productive meeting in the week of 29 Aug 2016!
Pramod S. Mehta Satya R. Chakravarthy HidenoriKosaka
IIT Madras, India IIT Madras, India Tokyo Tech, Japan
29 Aug 2016
PROGRAMME
Monday 29 August 2016
0900 to 0930 hours Inaugural of IJECM
0930 to 1000 hours Opportunities for Indo-Japanese
Research Collaboration:
Dean, International and Alumni Relations, IIT Madras
1000 to 1030 hours IITM International Office High Tea
1030 to 1050 hours Introductory Interaction of Participants
1050 to 1130 hours Video and presentation on NCCRD –
Satya Chakravarthy
1130 to 1230 hours Visit to NCCRD
1230 to 1330 hours Lunch
1330 to 1500 hours Session J1: Presentation from Japanese Speakers
1500 to 1530 hours Tea break
1530 to 1700 hours Session J2: Presentation from Japanese Speakers
Tuesday 30 August 2016
0900 to 1030 hours Session J3: Presentation from Japanese Speakers
1030 to 1100 hours Tea break
1100 to 1230 hours Session I1: Presentation from Indian Speakers
1230 to 1330 hours Lunch
1330 to 1500 hours Session I2: Presentation from Indian Speakers
1500 to 1530 hours Tea break
1530 to 1730 hours Session I3: Presentation from Indian Speakers
Wednesday 31 August 2016
0900 to 0930 hours Industry Technology R&D Challenges:
Bhaskar Tamma, GE
0930 to 1000 hours Industry Session 1: Kistler
1000 to 1030 hours Tea break
1030 to 1130 hours Industry Session 2: TVS Motors
1130 to 1230 hours Industry-Academics Interaction 1
(break out session: TVS)
1230 to 1330 hours TVS Lunch
1330 to 1430 hours Industry Session 3: Mahindra & Mahindra
1430 to 1530 hours Industry-Academics Interaction 2
(break out session: M & M)
1530 to 1600 hours Tea break
1600 to 1700 hours General Interaction Session: Open to all participants
Thursday 1 September 2016 Visit to Industry (Mahindra Research Valley) &
City Tour
Friday 2 September 2016 Venue : ED103 Engineering Design Department
0900 to 1030 hours Session J4: Presentation from Japanese Speakers
0930 to 1030 hours Road Map for Indo-Japan Collaboration:
Panel Discussion on Exploring Collaboration
Possibilities
1030 to 1100 hours Tea break
1100 to 1230 hours Valedictory Function Aero/NCCRD Seminar Hall
1230 to 1330 hours Lunch NCCRD Thermal Power Lab
IJECM 2016 – Sessionwise Schedule
Monday 29 Aug 2016
Session J1: Chairman Prof. R.V. Ravikrishna
1330 to 1400 Hrs Prof. Norimasa Iida
Research on Super Lean Burn Concept for Gasoline
Engines with High Thermal Efficiency
1400 to 1430 Hrs Prof. Yasuo Moriyoshi
Modeling and Analysis on Gasoline Engine Combustion
1430 to 1500 Hrs Prof. Gen Shibata
The Effects of Ignitability Characteristics of
Hydrocarbons on HCCI Combustion
Session J2: Chairman Prof. Sreedhara Seshadri
1530 to 1600 Hrs Prof. Takuji Ishiyama
Research on Advanced Combustion Control for Diesel
Engines – SIP Innovative Combustion Technologies
1600 to 1630 Hrs Dr. Hiroshi Kawanabe
Diesel Combustion Model with Auto- ignition Process of
Non homogenous Mixture
1630 to 1700 Hrs Dr. Tetsuya Aizawa
Laser Diagnostics of Diesel Spray Combustion – Soot
Processes and Late Combustion
Tuesday 30 August 2016
Session J3: Chairman Dr. Devendra Deshmukh
0900 to 0930 Hrs Dr. Yudai Yamasaki
Study on Engine Controls
0930 to 1000 Hrs Dr. Susumu Sato
Analysis of NOx Reduction Performance Conditions in
the HC-SCR System with Cu/Zeolite Catalysts
1000 to 1030 Hrs Prof. Hidenori Kosaka
A Study on Heat Transfer in Internal Combustion
Engines by using Rapid Compression and Expansion
Machine (RCEM)
Tuesday 30 Aug 2016
Session I1: Chairman Prof. Hidenori Kosaka
1100 to 1130 Hrs Dr. T.M. Muruganandam
Laser Based Diagnostics for Temperature, Velocity and
concentration of species
1130 to 1200 Hrs Prof. R.V. Ravikrishna
Laser Diagnostic Measurements of Evaporating & Non-
evaporating Biodiesel Sprays
1200 to 1230 Hrs Dr. Srikrishna Sahu
On the cause and Consequences of Droplet Clustering in
Sprays : An Experimental Study
Session I2: Chairman Prof. Iida Norimasa
1330 to 1400 Hrs Dr. K. Anand
Hybrid Surrogate Modeling – A Promising Approach to
Model Real Fuel Characteristics
1400 to 1430 Hrs Prof. Pramod S. Mehta
Modeling Multiple Injection Strategies for Improved
Combustion and Emissions from Common Rail Engines
1430 to 1500 Hrs Prof. Sreedhara Seshadri
Advanced Combustion Methods and Bowl Optimization
for Simultaneous Reduction of NOx, PM and fuel
Consumption in CI Engines
Session I3: Chairman Prof. Yasuo Moriyoshi
1530 to 1600 Hrs Prof. S.R. Chakravarthy
Measurements of Interactions of Liquid Fuel Jets in the
Atomization of Multi-hole PFI Injectors
1600 to 1630 Hrs Dr. T.N.C. Anand
Experimental Studies on Droplet Evaporation and
Collisions
1630 to 1700 Hrs Dr. Devendra Deshmukh
Measurements of Air Fuel Mixture Formation in Low
Temperature Combustion Engines
1700 to 1730 Hrs Dr. Mayank Mittal
A Study on Fuel Distribution and Combustion
Diagnostics in a small PFI Spark Ignition Engine
Friday 2 September 2016
Session J4: Chairman Prof. Pramod S. Mehta
0900 to 0930 Hrs Prof. Jiro Senda
Capability of Artificial Control in Spray Combustion
Process Applying Fuel Design Approach for Diesel and
Gasoline Engines
Industry Interaction Sessions
Wednesday 31 August 2016
Industry Session 1:Chairman Prof. Pramod S. Mehta
0900 to 0930 Hrs Dr. Bhaskar Tamma
Industry Technology R&D Challenges
0930 to 1000 Hrs Mr. K J Ramesh
About Kistler
Industry Session 2: Chairman Prof. Pramod S. Mehta
1030 to 1130 hours Mr. N Jayaram
TVS Motors
1130 to 1230 hours Industry-Academics Interaction 1
(break out session: TVS)
Industry Session 3: Chairman Prof. S R Chakravarthy
1330 to 1430 hours Mr. Venugopal Shankar
Industry Session 3: Mahindra & Mahindra
1430 to 1530 hours Industry-Academics Interaction 2
(break out session: M & M)
1600 to 1700 hours General Interaction Session: Open to all participants
Research on Super Lean Burn Concept for Gasoline Engines with High Thermal Efficiency
Prof. Norimasa Iida
Keio University, Japan
A grave project as Innovative Combustion Technology was organized in the Cross-ministerial
Strategic Innovation Promotion Program (SIP) by the Cabinet Office. It is introduced about
Research and Development on Super Lean Burn Concept for Gasoline Engines by Gasoline
Combustion Team with 24 cluster member.
To correspond to social issues such as climate change and energy security, enhancing engine
thermal efficiency is required. For this purpose, super lean burn concept which decrease
cooling heat loss has been studied in SIP. As for a test engine, a long stroke engine (S/B=1.5)
was adopted to decrease cooling heat loss and enhance combustion. Since enhancing
combustion is essential for this program, the effect of tumble intensity and ignition energy was
also examined. Figure 1 shows the result. As it can be seen, strong tumble which is generated
by port adapter and the high energy ignition system contribute to expand lean limit. As a result,
47.6% of indicated thermal efficiency is obtained. Although the present test engine was
operated with an electrical supercharger, it can be expected that more than 45% of indicated
thermal efficiency can be achieved with a real turbocharger in place of the electrical
supercharger by making reference to a past research.
Figure 2 shows the result of PIV analysis. It shows that strong air flow is generated during
intake stroke with port adapter. It leads to generate high tumble and high turbulence energy
which are essential to enhance combustion. The results of figure 1 and figure 2 show that
strong air flow and high turbulence intensity are essential to enhance combustion for realizing
high thermal efficiency.
In this program, we will continue the study of super lean burn technologies and develop a break
through for the future high efficient internal combustion engines.
Modeling and Analysis on Gasoline Engine Combustion
Prof. Yasuo Moriyoshi,
Chiba University, Japan
Chiba University is engaged in industry-academia collaborative researches on internal
combustion engine. For future gasoline engines, HCCI, down-sizing, lean burn and diluted burn
have been studied. In this presentation, both experimental and theoretical analyses on these
topics will be introduced. HCCI realizes better fuel consumption in about 20% than
conventional gasoline engines with wide operational range up to 600 kPa in BEMP and NOx
emission less than 0.1 g/kWh. A down-sizing engine with BMEP 3MPa was realized using high
boosting and Miller cycle to avoid knocking and pre ignition. A lean-burn engine was realized
in A/F 25 with boosting and thermal efficiency was improved due to the reduction in heat loss.
A diluted combustion with high EGR ratio was realized with high energy ignition system and
strong tumble flow to attain stable combustion.
The Effects of Ignitability Characteristics of Hydrocarbons on HCCI
Combustion
Prof. Gen Shibata,
Hokkaido University, Japan
The performance of HCCI (homogeneous charge compression ignition) engine changes even
the same RON (research octane number) fuels, because the ignitability characteristic of fuel
changes depending on the ignition circumstances, and the auto- ignition characteristics of
hydrocarbons have been investigated.
The engine tests were conducted with 23 surrogate fuels under the different inlet air
temperature conditions to change the low temperature heat release phasing, and the auto
ignition characteristics of paraffins, olefins, naphthalenes, and aromatics were investigated
from the heat release data. The octane number of each hydrocarbon was calculated, and the
difference of RON and MON (motor octane number) and the meaning of OI (octane index)
suggested by Dr. Kalghatgi became obvious. Further, based on the engine test data, the HCCI
fuel indices were developed and the ignitability characteristics of hydrocarbon families and
oxygenates under the different low temperature heat release were analyzed and discussed.
Research on Advanced Combustion Control for Diesel Engines – SIP Innovative Combustion Technologies
Prof. Takuji Ishiyama
Kyoto University, Japan
Research and development have been conducted to develop the technology base for drastic
improvement of thermal efficiency of passenger car engines in the Cross-ministerial Strategic
Innovation Promotion Program (SIP) "innovative combustion technologies" supported by
Council for Science, Technology and Innovation (CSTI). To pursue the goal, researchers from
universities and public research institute are working in cooperation with members from AICE
(The Research association of Automotive Internal Combustion Engines) making four teams:
gasoline combustion, diesel combustion, control technology and loss reduction. This
presentation will describe the research activities of the diesel combustion team.
The team aims at developing diesel combustion technologies for 50% maximum thermal
efficiency at high loads and 30% reduction of part- load CO2 emission without deteriorating
exhaust emissions.
For such drastic improvement of thermal efficiency, it is necessary to increase the degree of
constant volume and to reduce the cooling heat loss significantly, which are in a trade-off
relation.
To this end, at high engine loads, reducing combustion duration and minimizing after-burning
are selected as measures to raise degree of constant volume. To reduce cooling loss, methods
are investigated for controlling the development of spray and flame to prevent the intense
contact on the combustion chamber wall. At low and middle loads, extending the available
load range of PCCI combustion is aimed to reduce cooling loss and combustion duration. For
this purpose, near-TDC lean combustion is aimed with the aid of ultra-high-pressure multi-
stage injection. Over the whole range of load, increase of combustion noise is inevitab le due to
the high-speed combustion. Therefore, the methods for reducing noise are investigated from
the viewpoint of heat release control and engine structure modification.
Diesel Combustion Model with Auto-ignition Process of Non-homogeneous
Mixture
Dr. Hiroshi Kawanabe
Kyoto University, Japan
Diesel combustion model for CFD simulation is established taking account of an
auto-ignition process of non-homogeneous mixture. Authors revealed in their previous paper
that the non-homogeneity of fuel-air mixture affected more on auto-ignition process such as its
ignition delay or combustion duration than the turbulent mixing rate. Based on these results,
novel diesel combustion model is proposed in this study. The transport calculation for local
variation of fuel-air PDF is introduced and the chemical reaction rate is provided by the local
non-homogeneity. Furthermore, this model is applied the RANS based CFD simulation of the
spray combustion in a Diesel engine condition. The results show that the combustion process
is well described for several engine operations.
Generally for mixture formation process in the Diesel spray, evaporated fuel is
mixed up with surrounding air by turbulent flow. Figure 1 (a) shows a schematic diagram of
this process, calculated by RANS type of the turbulence model. However, this result is
regarded as an ensemble averaged image of many single shot images and a single shot image
has more complicated structure of the mixture distribution shown in Fig. 1 (b). Here, this
process is computed based on the RANS type of CFD with calculating the chemical reaction
by CHEMKIN-ODE solver in each calculation-cell. Also in this calculation, any eddy
dissipation model or characteristic time scale model is not used. However in this method, the
combustion reaction may progress with excessively high rate at auto- ignition process, because
the fuel distribution calculated by the RANS is more homogeneous, shown in Fig. 1(a), than
actual distribution of a single event in Fig. 1(b). Therefore, an apparent reaction rate should be
suppressed to be slower than that given by ODE solver. Here, this apparent reaction rate is
determined by the modified value of the ODE result by the local non-homogeneity.
The case of θj = 20ºBTDC is calculated in order to investigate effect of the present
model on calculation result. For this condition, hot flame ignition starts just after injection end
in the experiment result. Figure 2 shows in cylinder pressure p and heat release rate
dq/dθ“with” and “without” the present model . In the “without” case, change of chemical
species in each cell is simply calculated according to chemical reactions, which corresponds
that mixture status in each grid is completely homogeneous. An experimental result for similar
condition of the calculation is also indicated in this figure. In cylinder pressure difference
between calculation and experiment at the expansion stroke is due to the lack of accuracy for
the wall heat- loss for these high intensity combustion cases.
With non-homogeneous ignition model, hot flame ignition-delay becomes slightly
shorter than that without this model. In addition, the peak of heat release rate decreases much
less and the combustion duration increases, which are similar to the experimental result. The
hot flame ignition-timing depends on existence of richer mixture and the combustion duration
is determined by the local variation of mixture, so that the non-homogeneity of mixture
distribution would be well predicted by this model.
Fig. 1 Schematic diagram of mixture distribution
in a Diesel spray
NozzleFuel
Air
Droplets
(a) RANS result
(b) Single shot image
Laser Diagnostics of Diesel Spray Combustion- Soot Processes and Late
Combustion
Dr. Tetsuya Aizawa
Meiji University, Japan
Two examples of laser diagnostics of diesel spray combustion recently conducted by the
presenter are reviewed. For better understanding of diesel in- flame soot processes, soot particle
concentration, size, number density and morphology were investigated via simultaneous LII
(Laser-Induced Incandescence) / LS (Laser Scattering) imaging techniques and TEM
(Transmission Electron Microscopy) analysis. A comparison between the laser-measured and
TEM-based sizes of in-flame soot particles showed that laser-measured soot size and TEM-
based soot aggregates size exhibit similar increase in the flame towards downstream, indicating
that the laser-measured soot size in the present study represents more of the aggregate size than
the primary particle size.
As for the late combustion, for modern diesel engines employing relatively small injector
nozzle holes, reduction of late combustion in high load operation is an attractive potential
strategy to improve thermal efficiency. However, the governing mechanism of the late
combustion has not intensively been studied. The present study aims to experimentally
investigate where in the diesel spray flame the late combustion heat release is occurring and
what governs the phenomenon. As a practical and qualitative marker of local heat release
location and existence, UV emission from diesel spray flame during the late combustion was
examined. The results suggest that the late combustion heat release is occurring in the mixtures
losing momentum and accumulated at the spray tip region.
Study on Engine Control
Dr. Yudai Yamasaki
The University of Tokyo, Japan
Internal combustion engine system requires a fuel flexibility for reducing use of fossil fuel and
corresponding to fuel properties depending on locations and seasons, a robustness for
installing new combustion concepts, and a transient performance for real road operations.
Then, engine control is getting more important to overcome such problems. In this
presentation, our research activities on engine control are provided. First, for electric
generation, control algorithms have been studying for a gas engine using gaseous fuels
produced from biomass resources shows fluctuation in its compositions. The developed engine
control algorithm automatically defines a target equivalence ratio and an ignition timing for
realizing a high thermal efficiency using in-cylinder gas pressure in real time. It succeeded to
operate with higher thermal efficiency for time-varying fuel compositions. Next, for
automobile, an innovative engine control system have been also developing based on a model
based control concept, which derives optimum inputs on board calculation on behalf of
traditional control maps and ensures robustness for advanced combustion technologies such as
HCCI and PCCI. We are developing simple but physical basis model as possible to hold both
low calculation cost and generality and such models are also useful to employ several control
theories. As an example of a model based control, a developed control model for a diesel
engine with multi fuel injections was installed to a rapid pro totyping as a feed forward
controller and its availability was validated by a target trace test for a pressure peak timing. It
could follow the target changing even without a control map of main fuel injection timing.
Analysis of NOx Reduction Performance Conditions in the HC-SCR System
with Cu/Zeolite Catalysts
Dr. Susumu Sato
Tokyo Institute of Technology, Japan
Emission regulations for vehicles have been tightened year by year in the world. Especially a
regulation for diesel vehicle is more difficult to be met than one for gasoline vehicle. Some of
the latest diesel vehicle equips an after treatment system for reduction of PM and NOx in
exhaust gas. SCR system is one of effective methods for NOx reduction supplying reductant
to a catalyst in exhaust pipe. In recent years, urea-SCR system, which aqueous solution of
urea is injected into exhaust pipe and NH3 produced from urea is used as the reductant in
catalyst, is mainly used. However, urea-SCR system has some problems; the NH3 exhausting
though the catalyst, the increase of vehicle weight due to a tank for urea water, etc. This study
focuses on the HC-SCR system, which hydrocarbon component including in the fuel is used as
the reductant, and aims improvement of NOx reduction efficiency in the HC-SCR system.
The new reactor named the Exhaust After treatment Simulation Device was designed and NOx
conversion efficiency of copper zeolite catalysts was estimated using this device.
A Study on Heat Transfer in Internal Combustion Engines by using Rapid
Compression and Expansion Machine (RCEM)
Prof. Hidenori Kosaka
Tokyo Institute of Technology
The heat transfer on the combustion chamber in the internal combustion (IC) engines is the
dominant phenomena on the cooling loss from the engines. For the reduction of cooling loss
and improvement of the thermal efficiency of IC engines, the clarifying the heat transfer on the
combustion chamber wall in the engines is necessary. However, the fluid motion and the
combustion in IC engines are strongly unsteady and heterogeneous. The conventional heat
transfer models which are based on the fully developed steady turbulence theory may not be
used for the precise prediction of cooling loss from chamber of the engines. In this sturdy, the
heat fluxes on the chamber wall, flame temperature, and heat release rate of the diesel
combustion achieved in a rapid compression machine (RCEM), which can simulate the
combustion during one cycle in diesel engine, were measured.The heat flux on the chamber
wall was measured by instantaneous thin film thermo-couple heat flux sensor. The flame
temperature was obtained by the two color thermal radiation analysis from the soot particles in
a diesel spray flame. The heat release rate was analyzed thermodynamically by using the
measured in-cylinder pressure. Results show that the localNusselt number of impinging diesel
spray flame at the stagnation point is proportional to the Re0.8, which is same trend with the
conventional heat transfer model based on steady fully developed turbulence. However, the
local heat flux on the wall is strongly unsteady and heterogeneous, and affected by the gas
temperature distribution in a chamber significantly.
The wall temperature distribution impinged by the diesel spray flame was also imaged by the
laser- induced phosphorescence technique.The temperature of the chamber wall surface was
measured by the calibrated intensity variation of the 355nm-excited laser- induced
phosphorescence from an electrophoretically deposited thin layer of La2O2S:Eu phosphor on
a quartz glass plate placed in a RCEM. Instantaneous 2-D images of wall temperature at
different timings after start of injection and time-resolved (10kHz) heat flux near the flame
impinging region were obtained for combusting and non-combusting diesel sprays. The
measured temperature images of the chamber wall for the combusting spray exhibited finely
structured temperature distribution, while a smoother temperature distribution was observed
for the non-combusting spray. The temperature increase due to spray and flame impingement
is observed both for combusting and non-combusting sprays, but observed in a much larger
area extending downstream for the combusting spray. The increase of injection pressure
advanced and enhanced the heat transfer due to spray impingement.
Tomographic Measurements in Combustors and Exhausts
Dr. T.M. Muruganandam
Indian Institute of Technology Madras
This talk will give an overview of extracting tomographic information from various optical
diagnostics. In particular, it will outline some of the works in the direction of tomographic
PIV and PLIF which we are working on currently to understand the blowout phenomena in
gas turbine combustors. This is to be achieved by high speed tomographic PIV and PLIF
setups in the NCCRD facility. The next part of the talk will give some overview of
achievements in the area of TDLAS based tomographic reconstruction of temperature and
concentration fields in the exhaust of a burner. While there has been several research works in
the area of TDLAS tomography, our method of using the peak absorptions for reconstruction
makes it cheaper both in terms of cost and time. This method has been proven in lab scale
burners that it can reconstruct to a reasonable extent with giving the exact shape of the
concentration and temperature fields. If time permits, we can go over Background oriented
schlieren based tomography results from high speed jet study as well.
Laser Diagnostic Measurements of Evaporating & Non-evaporating
Biodiesel Sprays
Prof. R.V. Ravikrishna
Indian Institute of Science, Bangalore
Vegetable oil methyl esters obtained by trans-esterification of vegetable oils are considered to
be suitable alternative fuels for diesel engines. However, higher viscosity, surface tension and
boiling temperatures of biodiesels may adversely affect spray characteristics as compared to
those of diesel. Thus, spray characteristics of Jatropha Methyl Ester (JME) are studied by
comparing them to those of diesel in a high-pressure heated chamber with optical access to
simulate the actual in-cylinder conditions. Also, the effect of inner-nozzle cavitation on JME
and diesel sprays is studied by utilizing two nozzles, one with sharp entry-radius and the other
with larger entry-radius. Finally, spray characteristics of surrogate fuels such as n-dodecane
and n-hexadecane are also studied.
The first part of the work concerning precise measurements of inner-nozzle geometry
revealed that one of the nozzles has a hole diameter of 190-µm and entry-radius of around 70-
µm, while the other has a hole diameter of 208-µm and entry-radius of around 10-µm.
Injection rate-shape and coefficient of discharge for JME and diesel flow through the two
nozzles were then measured. It was observed that while the coefficients of discharge (Cd) are
almost identical for JME and diesel, the 10-µm entry-radius nozzle exhibited around 20%
lower Cd than that of 70-µm entry-radius nozzle. This observation coupled with
complementary CFD simulations of inner-nozzle flow showed that the lower Cd of 10-µm
entry-radius nozzle could be attributed to inner-nozzle cavitation.
The second part of the work involved measurement of non-evaporating spray characteristics
including spray-tip penetration, spray-cone angle and droplet size measurement under realistic
operating conditions using techniques such as Shadowgraphy and Particle/Droplet Imaging
Analysis (PDIA). For this work, a spray chamber with optical access which can be pressurised
to around 60 bar is used to study spray characteristics injected using a common-rail fuel
injection system. Experimental results show that JME is associated with a slightly faster
spray-tip penetration and narrow spray-cone angle indicating inferior spray atomization which
is confirmed by around 5% larger droplet sizes. The differences in spray characteristics of
JME and diesel reduce as the injection pressure increases. The spray-tip penetrations of both
surrogates are observed to almost match that of diesel.
The third part of the work involved measurements of evaporating spray liquid length, vapour
penetration and spread angle for JME, diesel and surrogates at conditions of 50 bar chamber
pressure and 900 K temperature. It is observed that JME exhibits around 20% lo nger liquid
length than that of diesel. The liquid length of n-dodecane is significantly lower than that of
diesel, and the liquid length of n-hexadecane is around 20% higher than that of n-dodecane,
mimicking the trend of JME and diesel. The liquid length of n-hexadecane is very close to
that of diesel at all the three test conditions. Interestingly, the vapour penetration and spread
angle for all the fuels is observed to be almost identical. As the cold spray and evaporating
spray characteristics of n-hexadecane match well with those of diesel, n-hexadecane can be
chosen as a pure component surrogate for diesel. Finally, an analytical model for predicting
the spray vapour penetration is assessed with the experimentally-observed trends of
penetration and spray spread angle. This model can be used to calculate the fuel mixture
fraction in the central plane of the spray and for verification of CFD model predictions.
Overall, the present work, in addition to studying the effect of fuel physical properties and
cavitation on sprays, has generated a comprehensive experimental database on non-
evaporating and evaporating sprays of not only biodiesel and diesel, but also on a couple of
pure component surrogates, which would aid significantly in validation of CFD simulations.
On the Cause and Consequence of Droplet Clustering in Polydisperse
Sprays: an Experimental Study
Dr. Srikrishna Sahu
Indian Institute of Technology Madras
The aim of the present research is to understand the cause of droplet clustering in sprays and
study its consequence on local turbulent mass flux of droplets. Planar measurement of droplet
position, number density and velocity is achieved by PIV technique, while droplet sizing is
obtained using ILIDS technique. Droplet measurements are reported for various axial
locations downstream of injector exit. Based on the measured droplet number count and inter-
droplet-distances, the length scale of the droplet clusters were quantified based on two
independent statistical approaches namely droplet counting in a cell method and estimation of
Radial Distribution function (RDF),which respectively provide local and global information
on in homogeneity in droplet concentration within the spray. The cluster formation was found
to be governed by small viscous scales of the turbulent air flow surrounding droplets within
the spray, while the droplet transport is governed by large eddies. For radial locations away
from the spray axis the length scale of droplet clusters are larger as well as the tendency of
droplets to form clusters is higher. Both steady and turbulent components of the average
droplet number flux were measured. The results show significant local turbulent number flux
relative to steady flux especially towards the outer region of the spray. This is attributed to
clustering of droplets.
Hybrid Surrogate Modelling - A Promising Approach to Model Real Fuel
Characteristics
Dr. K. Anand
Indian Institute of Technology Madras
Advanced analytical techniques have revealed that the composition of diesel fuel is highly
variable in different parts of the world and includes thousands of hydrocarbons. Attempting
numerical simulations of combustion of diesel fuels with all of the hydrocarbon species
included is highly unrealistic. Thus, a surrogate model approach is generally adopted, which
involves choosing a few representative hydrocarbon species whose overall behavior mimics
the characteristics of the target fuel. Most of the previous research works involving modeling
of diesel fuels have been carried out using simple single- or two-component surrogate models.
This assumption leads to inaccuracies when modeling advanced combustion systems due to
differences between the model and real fuel compositions. The focus of the present talk is
about development of multi component surrogate models for three different diesel fuels that
mimic the compositions and property variations of European and American diesel fuels. A
hybrid surrogate modeling approach is used wherein two separate surrogate mixtures are used
to represent the spray and combustion chemistry of diesel fuels. The first group of surrogates,
denoted as Liquid Phase Surrogates (LPS), are formulated to describe the diesel fuel’s
physical properties by matching its distillation profile, specific gravity, lower heating value,
hydrogen-to-carbon ratio, and cetane index with measured data. The second group of
surrogates, denoted as Gas Phase Surrogates (GPS), are arrived at based on a Group
Chemistry Representation (GCR) method and are used to represent the gas phase combustion
chemistry of the diesel fuel. The developed surrogate models are then applied to predict the
combustion and emission characteristics of the three diesel fuels tested in a single cylinder
diesel engine operated under various conditions, including conventional and low temperature
combustion (LTC) conditions. The results show that the predictions of the present multi
component surrogate models are in good agreement with experimental measurements as
compared to using single- or two-component surrogate models.
Modeling Multiple Injection Strategies for Improved Combustion and
Emissions from Common Rail Engines
Prof. Pramod S. Mehta
Indian Institute of Technology Madras
Diesel engines are ubiquitous in the modern world and are here to stay for some years to
come. Since the inception there has been an increasing legislative demand to reduce the
environmental foot print of this technology. An array of solutions are available for optimizing
emissions viz. Fuel injection control, Combustion Air management, Alternative Diesel
fuels/additives, After treatment solutions using DOC, DPF, Oxidation Catalyst, Urea SCR
Catalyst, Lean NOx trap etc. Among the array of solutions available to reduce emissions
including noise, multiple injections made possible by high pressure electronically controlled
common rail fuel injection system is widely used.
The state-of-art in Multiple injections is higher injection pressures ( > 2700 bar), more control
on the smallest injection quantity (< 0.3 cubic mm), better shot to shot repeatability, and
more number of injections (up to 7) . Multiple injections also find use to enhance the range of
alternative combustion regimes like LTC, PCCI, RCCI etc. While researchers have been
studying common rail combustion phenomenon for decades a complete understanding of the
combustion with a view to prescribe certain common multiple injection schedules which
would hold true for all or major part of speed/load conditions or combustion systems remains
elusive.
The multi-zone spray configuration with their temperature and composition histories
predicted on phenomenological spray growth and mixing considerations helps accurate
prediction of engine combustion and emission (nitric oxide and soot) characteristics. In this
presentation, the development of a multi-zone phenomenological model used for predicting
combustion and emission characteristics of multiple- injection in common rail direct injection
diesel engine is outlined. The multi-zone and the two-zone model are compared and the
reasons for better comparisons for the multi-zone model with experimental data are also
explored.
Advanced Combustion Methods and Bowl Optimization for Simultaneous
Reduction of NOx, PM and Fuel Consumption in CI Engine
Prof. Sreedhara Seshadri
Indian Institute of Technology Bombay
Advanced combustion modes i.e. improved low-temperature combustion (LTC) and
reactivitycontrolled compression ignition (RCCI) have been achieved in a Diesel engine.
LTC mode has been improvedby using oxidized EGR (OEGR). Studies were carried out fora
pre-optimized set of operating parameters of the engine.Reduction in NOx and PM, improved
LTC, was achievedwith higher OEGR percentages. Higher concentrations ofCO 2 and lower
concentrations of reacting species withincreased OEGR resulted in longer ignition delays, and
hence,lower PM. Results also showed the importance of catalyticconverter in reduction of
tail-pipe HC, CO and PM. RCCIhas been achieved using fuels with different magnitudes of
reactivity.Liquefied petroleum gas (LPG) with lower reactivity wasinducted along with air,
and diesel with higher reactivity wasinjected into the cylinder. Percentage of LPG was
variedfrom 0 to 40 % with step size of 10 %. Results showed thatPM, NOx and CO were
reduced with increased LPG. Dueto the possibility of a minor amount of LPG-air
mixturebeing trapped in crevices during the compression stroke,HC was increased and BTE
was decreased with increasedLPG percentage. The results indicate that RCCI achievedwith
lower amount of LPG (~10 %) is more beneficial forreduction of PM, NOx and CO with
acceptable changein values of HC and BTE. A reduction in premixed heatrelease peak and
minor increase in ignition delays wereobserved with increased LPG percentage. It indicates
thatLPG slows down the reaction rate during premixedcombustion.
The combustion geometry and the fuel spray parameters plays a major role on the mixture
preparation and hence on emission and performance of the engine. Effect of nozzle cone angle
and various combustion chamber geometries such as Mexican-hat combustion chamber
(MHCC), double- lip combustion chamber (DLCC), bow combustion chamber (BCC) and
toroidal combustion chamber (TCC) on in-cylinder processes and emissions has been studied
numerically using a CFD-tool called Converge. Converge code has been validated against the
experimental results of a diesel engine. Results showed that a significant reduction in soot,
HC and CO has been achieved with the optimum (156°) nozzle cone angle; but NOx was
increased. A significant reduction in soot (~16%), HC (~58%) and CO (~96%) with an
acceptable increase in NOx (~12%) has been achieved with MHCC as compared to these
values from the base hemispherical combustion chamber (HCC). Effect of central cone angle
of bowl on emissions has also been studied with MHCC and bowl with 64° half central cone
angle has been found to be the optimum. DLCC and BCC also offered a good reduction in HC
and CO without altering NOx and PM. In TCC, considerable amount of fuel got accumulated
near the curvature of the bowl and thus led to higher soot.
Measurements of Interactions of Liquid Fuel Jets in the Atomization of
Multi-hole PFI Injectors
Prof. S.R. Chakravarthy
Indian Institute of Technology Madras
The time evolution of spray penetration, cone angle, and droplet size distributions of pulsed
gasoline sprays by multi-hole port fuel injection (PFI) is compared between a four-hole and a
six-hole injector used in typical automotive applications in the 2-6 bar injection pressure range.
The four-hole injector is taken up for further closer examination on the liquid jet break-up and
the effect of interaction of multiple jets on the primary atomization by considering a single,
twin, and all four jets, at a time. Two different twin-jet configurations present themselves, i.e.,
from adjacent or diagonal holes of the four-hole geometry. Time evolution of jet break-up of
the single and the two twin jets is also further presented in this case. The four-jet case is too
cluttered to report this measurement. The combined results indicate that, while multiple jets
certainly foster early breakup and finer atomization, the gap between the two jets in the twin jet
case needs to be at an optimum rather than minimum to allow for sufficient quiescent air in
between the jets to get entrained and shear the liquid for effective atomization. Accordingly,
the diagonal twin-jets exhibits superior atomization to the adjacent twin-jets, closer to the four-
jet case on some metrics and even better in others. On the contrary, the adjacent twin- jets,
along with the single jet, exhibits growth of droplet size axially downstream, indicating
coalescence of smaller droplets with larger ones passing by them. Statistics is collected for
these two cases to report the coalescence probability at different injection pressures, and
compared with the case of continuous sprays as well. In sum, multiple phenomena are
concertedly in action in a sequence of events governing the atomization of pulsed PFI sprays,
with the competing processes being the shear-based mixing and coalescence of droplets.
Experimental Studies on Droplet Evaporation and
Collisions
Dr. T.N.C. Anand
Indian Institute of Technology Madras
Droplets and sprays are ubiquitous in daily life and play very important roles in diverse fields
of engineering. This talk will describe two fundamental studies involving them.
Droplet evaporation is at the heart of all combustion systems, and also important in varied
applications such as spray drying to form powders, spray painting, ink-jet printing, 3-D printing
for additive manufacturing, etc. While several studies have been performed in literature on
single evaporating droplets, the phenomenon is still not completely explained. A fundamental
study was performed to explore the reasons for deviations in the experimental and calculated
(diffusion driven) evaporation rates of a pendant droplet in a 'quiescent' ambient. The results of
the experiments show interesting insights into the common assumption of a quiescent
environment in the presence of evaporation.
The second topic of this talk deals with ongoing experiments in our lab on droplet-droplet
collisions. While several studies in literature deal with the collision outcomes of droplets of the
same fluid, studies on droplet interactions between dissimilar liquids are scarce. Among the
regimes observed is an encapsulation regime where droplets of water are enclosed by the
hydrocarbon liquid. This could have interesting applications such as in creating emulsions on
demand.
Air-Fuel Mixture Formation in Low Temperature Combustion Engines
Dr, Devendra Deshmukh
Indian Institute of Technology Indore
Compression ignition engine with diesel fuel suffers from high NOx-Soot emissions due to
non-uniform fuel distribution by direct fuel injection and shorter time available for air- fuel
mixture formation. One of the promising techniques to achieve the high efficiency with low
emissions is the Low-temperature combustion (LTC), which includes the HCCI, PCI and RCCI
techniques. The LTC is achieved by injecting fuel well before the combustion event, which
allows homogeneous air- fuel mixture formation. However, it faces difficulties to control the
combustion and pressure rise rate. Achieving controlled heat release rate and LTC with only
one fuel is difficult. Single fuels have certain benefits and limitations due to their
physicochemical properties to control the combustion. Dual fuels have different
physicochemical properties, which help to control the rate of combustion through chemical
kinetics. Duel fuels can also help to improve the air- fuel mixture formation. Hence, it is
important to study the dual fuel, early injection spray atomization characteristics to improve
LTC in CI engines.
Spray structure evolution and cone angle at injction pressure of 100 MPa and gas pressure of
1MPa for BD100 (Biodiesel) and BDE30 (30 % Ethanol and biodiesel) blend.
The spray characterization experiments conducted with fuel blends like biodiesel-
ethanol/gasoline have shown interesting features. It is observed that for some of the injection
pressures spray cone angle was increased. One of the reasons for increased cone angle may be
the micro-cavitation, which can arise due to the blend of high and low volatile fuels. At high
injection pressures, the volatile fuel may be promoting cavitation inside the nozzle. On
injection through the nozzle, fuel comes in the form of dual phase, which increases the cone
angle. This fuel spray can be effectively mixed with air and provide a homogeneous air- fuel
distribution. Since this phenomenon occurs at low ambient pressure, it can be used in early
injection advanced combustion techniques like LTC. Some other pure fuel like linoleic acid is
also observed to show a wide spray cone angle at low ambient pressures. In this research work
we are studying, through experiments and simulation, different ways to improve air- fuel
mixture formation in LTC engine.
A Study on Fuel Distribution and Combustion Diagnostics in a Small PFI
Spark Ignition Engine
Dr. Mayank Mittal
Indian Institute of Technology Madras
It is important to understand the in-cylinder mixture distribution and its influence on
combustion process for improved engine performance and emissions. In the present work, in-
cylinder mixture distribution is studied using a planar laser- induced fluorescence (PLIF)
technique. An optically accessible version of a TVS four-stroke 110 cc port fuel injection
engine with a fully transparent liner and piston is used at different operating conditions. In-
cylinder flame temperature distribution was measured using two- colour method. The injection
source was placed upstream of the intake valve, which provided the precise metering of fuel
under all operating conditions. After relating fuel injection pressure effect on mixture
homogeneity using PLIF, the influence of relative air- fuel ratio (or Λ, i.e. inverse of
equivalence ratio) on flame temperature distribution at injection pressure of 3 bar was found
significant in this study. Results showed that significant cycle-to-cycle variations exist in fuel
and flame temperature distributions inside the engine cylinder. Considering different relative
air-fuel ratios (Λ= 0.85, 0.9 and 1), it was found that the flame temperature was maximum at Λ
of 0.9 compared to 0.85 and 1.0.
Capability of Artificial Control in Spray Combustion Process Applying Fuel
Design Approach for Diesel and Gasoline Engines
Prof. Jiro Senda
Doshisha University, Japan
The boundary conditions for both Gasoline engines and Diesel engines with focusing recent
development trend are discussed. Recently, direct injection has been applied to Gasoline
engines to improve the thermal efficiency, which is DISC (Direct Injection Stratified Charge)
engine. On the contrary, homogeneous charge is introduced into Diesel engines as HCCI
system to reduce NOx emission as described above. Here, from the point of both mixture
formation and basic combustion mode, there is no define boundary for these engines, in
another words, we are in the stage of borderless situation in both engines.
Therefore, the authors have proposed novel kind of fuel design researches for both Diesel and
Gasoline engines by applying several kind of mixing fuels from the basis of just fuel side
approach, as another selective way to get higher efficiency and lower emissions. Our
researches have been composed with CO2-gas oil mixture case, mixing fuel with Gasoline
component and Diesel gas oil component and further mixing fuel with gas fuel and Diesel gas
oil component. This paper is a kind of summary of these fuel design approach studies
including the promising concept, practical studies and future extending research aspect. In this
approach, the flash boiling spray is applied to control the physical evaporation process and
some kinds of mixing fuels are used to control the chemical burning process. Thus, in the
experiments, mixing fuel of liquefied CO2 and n-tridecane (Gas oil) is used to obtain the
simultaneous reduction both soot and NOx, and mixing fuel of gas or gasoline component and
gas oil component to control both evaporation and ignition processes.
Further, the spray features of superheated mixed Diesel like spray covering the super critical
regime are demonstrated as a challenging attempt for the future attractive spray research. Here,
the capability of heated spray including the flash-boiling and supercritical states for the
combustion control in both Gasoline and Diesel engines will be expected to confirm in next
step.
Industry R&D Challenges
Dr. Bhaskar Tamma
General Electric: Global Research Center, Bangalore, India
In the last 10 years, there has been significant change in performance and emissions of high
power engines. The main drivers are stringent emission norms, low operating cost and
availability of low cost fuels. This talk covers the trends in emissions, engine performance
and challenges for these engines.
The Kistler Group is an independent, owner-managed Swiss corporation. Some 1500
employees at 56 facilities worldwide are dedicated to the development of new
measurement solutions, backed by individual application-specific support at the local
level. Ever since Kistler was founded in 1959, the company has grown hand-in-hand
with its customers. In 2015, it posted revenue of USD 341 million, about 10% of which is
reinvested in innovation and research – with the aim of delivering better results for
every customer.
Kistler is the global leader in dynamic pressure, force, torque, and acceleration measurement.
Cutting-edge technologies provide the basis for Kistler's modular systems and services.
Customers in industry, research, and development benefit from Kistler's experience as a
development partner, enabling them to optimize their products and processes so as to secure
sustainable competitive edge. Kistler plays a key role in the evolution of automobile
production and industrial automation. One measurand above all others is critically important
when developing combustion engines – cylinder pressure as a function of the crank angle.
Cylinder pressure indication allows analysis of the combustion process, carburetion and
engine gas exchange. This makes it possible to assess and compare engine parameters for
research and development purposes. The objectives: enhanced efficiency and power,
improved comfort and reduced emissions. Backed by over 50 years of experience, Kistler is
the global market leader for highest-quality solutions in cylinder pressure and gas exchange
sensor technology.
Technological challenges are the force that drives our company ahead. Our declared
aspiration: to apply the right technologies to meet every customer's requirements. This
mindset ensures that we shall always be one step ahead of our competitors.Coasting along
means falling behind – especially where cutting-edge technologies are concerned. Kistler's
own crystal growing facility is at the heart of our R&D activities. Crystals that we have
developed and grown ourselves display outstanding characteristics that open up possibilities
for applications of measurement technology on the frontiers of physics.Technological
leadership is only possible thanks to collaboration with leading universities and colleges. For
many years, Kistler has cultivated good relations and close cooperation with numerous R&D
institutes across the globe.
TVS Motor Company
Founded in 1979, TVS Motor Company, the USD 1.5 billion flagship company of the 100
year old, USD 7 billion, TVS Group, is one of India’s leading two-wheeler manufacturers
with international presence in more than 60 countries. TVS Motor Company boasts of a rich
talent pool of more than 7000 personnel who constantly emphasize the company’s
commitment to ensure best practices in state-of-the-art manufacturing facilities at Hosur in
Tamilnadu, Mysore in Karnataka, Nalagarh in Himachal Pradesh and Karawang in Indonesia.
TVS Motor Company’s customer inspired engineering approach, driven by its innovative and
strong research and development, has enabled it to introduce a wide product range that caters
to all segments of the two and three wheeler industry in India. Total customer satisfaction is
achieved through excellence in quality that stems from the company’s management
philosophy that is based on the five pillars of TQM (Total Quality Management).
The National Center for Combustion Research and Development (NCCRD) and TVS Motor
Company have worked together successfully over the past 6 years on engine combustion-
related research.Key focusareas for TVS Motor Company pertaining to Small SI engine
development are:
1. Fuel economy – customer expectation.
2. Significant emission reduction –responsibility towards society
3. Impact of combustion dynamics on the above two while enhancing customer driving
attributes (Joy of riding)
Three major areas of focus has been in-cylinder flow, charge preparation and combustion in
small 50-150 cc SI engines. During the past 6 years work was done to develop an optical
engine. The latest work output from this work being cylinder pressure measurements and
optical measurements done under engine firing conditions. Motored PIV measurement for
model validation for a two stroke engine was also carried out. Also, at the Indian Institute of
Science (IISc), spray characterization work to build and validate the CFD models was carried
out successfully. In addition, TVS Motor company engineers have benefitted from the regular
seminars organized by NCCRD from time-to-time.
Moving forward, TVS Motor Company and NCCRD will work together on building
additional facilities required to do more advanced combustion research. NCCRD facilities
will be actively used to support in joint study of engine combustion, flow and mixture
preparation towards efficiency improvement and emission reduction in small SI engines. Also,
TVSM Motor Company wishes to seek the technical expertise of combustion and diagnostics
experts for their guidance to support TVSM combustion design for greener a nd efficient
vehicles for the future.
TVS Motor Company wishes the organizers and participants of the Indo-Japan Expert
Committee Meeting (IJECM2016) on ‘Modeling and Diagnostics in Combustion’, under the
auspices ofthe DST-JSPS Science and Technology Programme of Cooperation (IJCSP), all the
very best for a very successful event.
Mahindra & Mahindra
Future Automotive Trends in India and how M&M Rises to this
Opportunity through Technology Innovation
Shankar Venugopal
Automotive & Farm Services, Mahindra & Mahindra
Company Profile
The Mahindra Group focuses on enabling people to rise through solutions that power
mobility, drive rural prosperity, enhance urban lifestyles and increase business efficiency.A
USD 17.8 billion multinational group based in Mumbai, India, Mahindra provides
employment opportunities to over 200,000 people in over 100 countries. Mahindra operates in
the key industries that drive economic growth, enjoying a leadership position in tractors,
utility vehicles, information technology, financial services and vacation ownership. In
addition, Mahindra enjoys a strong presence in the agribusiness, aerospace, components,
consulting services, defence, energy, industrial equipment, logistics, real estate, retail, steel,
commercial vehicles and two wheeler industries.
M&M is the World’s # 1 Tractor brand (by volume) – 213,591 tractors sold in FY16.
M&M is also India’s # 1 Utility Vehicle (UV) maker with 39.6 % market share (March 2016).
We offer a wide range of mobility products and solutions ranging from SUVs, electric
vehicles, pickups and commercial vehicles, small aircraft and boats that are tough, rugged,
reliable, environment-friendly and fuel-efficient. Innovation and Technology have brought us
this far and will further power us towards our aspiration of becoming a globally admired
brand. Innovation is at the heart of everything that we do – we are continuously enhancing our
design and technology capabilities through a neural network of R&D centers across the globe
(North America, Italy, India, South Korea, Japan etc). The Mahindra Research Valley, at
Chennai, is right at the heart of all this innovation and design and development of new
products. We launched a record number of new products in 2016.
Innovative New Products
Most recently (26 August 2016),we Launched a Game Changing Connected Vehicles
Technology Platform – DiGiSENSE. Digitization is emerging as a key differentiator for
business transformation and connected vehicle technology is one such manifestation. At
Mahindra we regularly challenge conventional thinking and create disruptions and the launch
of DiGiSENSE 1.0 is one such effort to adopt technology to develop new ecosystems. It is the
first of its kind technology platform which is multi application and multi product enabled.
From providing real time data, to tracking performance and productivity of the vehicles,
DiGiSENSE will enable customers to control their businesses
Earlier this year (June, 2016),we launched Innovative New eVerito, India's First Zero-
Emission, All-Electric Sedan. Mahindra eVerito is the 1st electric sedan from Mahindra which
is built with Green, Connected, Convenient and Cost Effective vehicle technology. It can
be fast charged in 1 hour 45 minutes (0-80%) and a full charge lasts 110 kms. It is equipped
with Telematics for remote diagnostics and monitoring vehicle performance.
Future Technology Plans
Now when we look at what the future is going to be like, we believe that the future of
mobility is- Clean, Connected, Clever, Convenient and Cost-effective mobility solutions. A
car that is clean across its entire life cycle – product, use and end of life. A car that is
seamlessly connected to the infrastructure, other vehicles and exchanges information
continuously. A car that is clever and convenient – intrinsically smart, has significant
cognitive skills to process large amount of data and make quick decisions and more
importantly a car that learns continuously. We are talking about building semi-autonomous
and autonomous driving capability in our vehicles. When we target Indian market segments,
we need to achieve all these performance in a cost-effective way. We are making big
investments in electric vehicles, connected vehicles and autonomous vehicles.
Our R&D is focused on developing technologies that will improve fuel efficiency,
improve drive experience and comfort, improve ease of maintenance, reduce total cost of
operation, meet the emission norms (BS VI for India market). We have ongoing programs on
vehicle light weighting through advanced materials and composites, design of engines that
can work with a variety of promising alternative fuels, design of hybrid vehicles for the
medium term and fully electric vehicles for the long term.
We at M&M are driven by three values – accept no limits, alternative thinking and
driving positive change. When we apply these three values in the technology innovation
domain, it makes us believe that we can create a sustainable mobility solution for the future
without compromising on its performance. Alternative thinking is all about boldly looking at
new technologies that could disrupt us – alternative fuels beyond diesel and gasoline, beyond
the IC engine itself – smart hybrids and fully electric, autonomous driving technologies that
could displace us out of the driver’s seat etc. We believe that our purpose is to drive positive
change in the communities around us and we do this through innovative mobility technologies
for a sustainable future.
List of Participants
Speakers
Prof. Gen Shibata
Hokkaido University, Japan
Prof. Yasuo Moriyoshi
Chiba University, Japan
Prof. Norimasa Iida
Keio University, Japan
Prof. Jiro SENDA
Doshisha University, Japan
Dr. Hiroshi Kawanabe
Kyoto University, Japan
Dr Tetsuya Aizawa
Meiji University, Japan
Dr. Susumu Sato
Tokyo Institute of Technology, Japan
Dr. Yudai Yamasaki
University of Tokyo, Japan
Prof. Takuji Ishiyama
Kyoto University, Japan
Prof. Hidenori Kosaka Co-ordinator
Tokyo Institute of Technology, Japan
Prof. Pramod S Mehta Co-ordinator
Indian Institute of Technology Madras
Prof. S R Chakravarthy Co-ordinator
Indian Institute of Technology Madras
Prof. Ravi Krishna
Indian Institute of Science, Bangalore
Dr. K Anand
Indian Institute of Technology Madras
Dr. Muruganandam T M
Indian Institute of Technology Madras
Dr. TNC Anand
Indian Institute of Technology Madras
Dr. Srikrishna Sahu
Indian Institute of Technology Madras
Dr. Devendra Deshmukh
Indian Institute of Technology Indore
Dr. Mayank Mittal
Indian Institute of Technology Madras
Prof. S Sreedhara
Indian Institute of Technology Bombay
Participants
Dr. Madan A
Indian Institute of Technology Tirupati
Dr Saleel Ismail
VIT Chennai
Industry Participants
Ramesh K J
Kistler Instruments India Pvt. Ltd.
A.Kamalakannan
Kistler Instruments India Pvt. Ltd.
N. Jayaram
TVS Motors
V. Lakshminarasimhan
TVS Motors
Davinder Kumar
TVS Motors
Dr. Manish Garg
TVS Motors
Rohit Singh Pathania
TVS Motors
V. Balaji
TVS Motors
Pradheep
TVS Motors
Venugopal Shankar
Mahindra Research Valley
Amartya Ghosh
Mahindra Research Valley
Arvind Vadiraj
Mahindra Research Valley
N Saravanan
Mahindra Research Valley
N Siddaraju
Mahindra Research Valley
Dr Bhaskar Tamma
GE Global Research Centre, Bangalore
Dr Sreenivasa Rao Gubba
GE Global Research Centre, Bangalore
Dr Shyam Sundar Pasunurthi
GE Global Research Centre, Bangalore
Research Students
Lokesh M
Indian Institute of Technology Madras
Abhijeet Kumar
Indian Institute of Technology Madras
Vasudev Chaudhari
Indian Institute of Technology Indore
Baraiya Nikhil Ashokbhai
Indian Institute of Technology Madras
Vinoth Kumar A.
Indian Institute of Technology Madras
Shashank Mishra
Indian Institute of Technology Madras
Saurabh Kumar Gupta
Indian Institute of Technology Madras
Manas Kumar Pal
Indian Institute of Technology Madras
Anurag Mishra
Indian Institute of Technology Madras
National Centre for Combustion Research & Development
Indian Institute of Technology Madras & Indian Institute of Science,
Bangalore
Supported by
SCIENCE & ENGINEERING RESEARCH BOARD, DST, GOVERNMENT OF
INDIA
The twin challenges of alternative energy and environmental protection afflicting a modern
emerging economy like India is predicated on effective utilization of combustion as a means
of thermo-chemical energy conversion. To address these challenges, the SERB, DST, GoI, is
funding and supporting the establishment of the National Centre for Combustion Research &
Development at the Indian Institute of Technology Madras (IITM), Chennai and Indian
Institute of Science (IISc), Bangalore. These two institutions are identified based on the
critical mass of faculty members in the area of combustion research present there: 32 faculty
members across 6 departments at IITM and 17 across 3 departments at IISc. This is the
largest grouping of academic combustion researchers globally.
The research interests are in 3 major application sectors, automotive, thermal power, and
aerospace propulsion, besides fire research and microgravity combustion to minor extents.
The goals of the NCCRD are: (i) state-of-the-art facilities, (ii) knowledge network among
other institutional combustion researchers, (iii) manpower development at the master’s and
PhD levels, (iv) industry collaboration, (v) continuing education for young industry
professionals and academics, and (vi) addressing grand challenge topics of practical
importance.
At IISc, the NCCRD is housed and functioning at the newly-formedInter-disciplinary Centre
for Energy Research (ICER) building.The NCCRD-ICER building and facilities were
inaugurated on January 5th, 2016, by Dr. V. K. Saraswat, Permanent Member, NITI-Aayog.
At IITM, the NCCRD is located in a 5-storey buildingbesides separate smaller structures for
propellant combustion, fire research, and air storage.The building construction at IITM has
been completed and the facilities there will be inaugurated shortly. These infrastructure
facilities are globally the largest for any combustion research centre in academic setting.The
NCCRDat both institutes includes several functioning laboratories such as on, Combustor
Technology Development, Gas Turbine Combustion, High-speed Tomographic PIV, Solid
Propellant Combustion, Advanced Fuel Characterization, High-pressure Spray
Characterization, Supersonic Flow, Automotive Combustion, Thermal Power, Microgravity
Combustion, Aerospace Combustion, Computational Combustion,and Fire Testing, and a
Teaching Laboratory. Examples of some unique and important equipment/facilities are shown
here: evolved gas analysis (EGA) system comprising the hyphenated technology of
thermogravimetricanalyser (TGA) withinfrared spectrometer (TG-IR) and gas
chromatography-mass spectrometer (GC-MS), high-pressure TGA, phase-Doppler
interferometer for detailed spray diagnostics, and 4-camera high-speed tomographic particle
image velocimetry, and high-speed planar laser induced fluorescence imaging.
The NCCRD pursues grand challenge topics such as: (i) High-efficiency IC engine
technologies such as Gasoline direct injection (GDI); (ii) Flame Stability in High-speed
Combustion involving sub-topics such as for low emissions and mitigating combustion
instability in gas turbines, and improved fuel-air mixing in supersonic combustors; (iii) Clean
coal technologies such as high-ash coal gasification.
Several innovations are being developed and/or researched upon, such as “swirl-mesh” LDI,
micro-sprays, trapped vortex combustion, indirect coal gasifier, rotary MSW combustor, X-2-
Liquid technologies by catalytic fast and microwave pyrolysis and hydro-thermal liquefaction,
catalytic Fischer-Tropsch fuel development, low-cost optical IC engine, low-cost online
sensors for non-standard gaseous fuel composition, steam quality, coal composition, flame
stability precursor detection, water-mist fire suppression. These are leading to patents and
translating into industrial applications.
Many industrial and R&D organizations work closely with the NCCRD, which include
Mahindra, TVS, AVL, GAIL, UCAL Fuel Systems, GE, Shell, BHEL, DRDO (DRDL,
GTRE, CFEES), NAL, ISRO, Forbes-Marshall, Siemens, Thermax, Cummins, FM Global,
Tata Power, VTT, Valmet, etc.
The NCCRD organizes short-term courses from time to time, and has recently held the
International Combustion Institute Winter School. Its faculty are also hosting several courses
offered by international experts under the Global Initiative of Academic Networks (GIAN)
programme.
National Centre for Combustion Research &
Development, IIT Madras