{'fraction_non_alphanumeric': 0.022105263157894735, 'fraction_numerical': 0.005263157894736842, 'mean_word_length': 4.94375, 'pattern_counts': {'":': 0, '<': 0, '<?xml version=': 0, '>': 0, 'https://': 0, 'lorem ipsum': 0, 'www.': 0, 'xml': 0}, 'pii_count': 0, 'substrings_counts': 0, 'word_list_counts': {'cursed_substrings.json': 0, 'profanity_word_list.json': 0, 'sexual_word_list.json': 0, 'zh_pornsignals.json': 0}}
MODELING THE EFFECT OF EGR AND MULTIPLE INJECTION SCHEMES ON I. C. ENGINE COMPONENT TEMPERATURES

A three-dimensional, finite-element-based, transient heat conduction in components (HCC) code was successfully developed and used to calculate the temperature distribution of the piston, head, and cylinder liner of a heavy-duty diesel engine. The HCC code was used in an iterative sequence with the KIVA3V engine CFD code. The methodology was used to study the effect of EGR and multiple injection schemes on metal component temperatures for a Caterpillar 3401 engine. Single, double, and triple injections were studied. Increasing the EGR level was shown to increase the average and peak component temperatures with the peak temperature occurring at the lip where the piston bowl and face meet, in the vicinity of the axis of the fuel spray. Retarding the injection timing had the effect of decreasing both the average and peak component temperatures.