One dimensional modelling of an internal combustion engine.

Clive Lewis 680113-2157 clive@kth.se Mekanik frdjupning 10p 5C1010 2007-06-08

Preface ................................................................................................................... 3 Abbreviations, symbols and values ....................................................................... 4 Model Dimensions: ............................................................................................... 4 1. Background ....................................................................................................... 5 2. Discription of model.......................................................................................... 6 3. Sub-models ........................................................................................................ 7 3.1 Piston velocity ......................................................................................... 7 3.2 Intake conditions...................................................................................... 8 3.2.1 Incompressible flow ......................................................................... 8 3.2.2 Compressible flow ............................................................................ 9 3.3 Exhaust flow .......................................................................................... 11 3.4 Flow passed the mouthpeice .................................................................. 12 4. Comparison of compressible and incompressible flow .................................. 13 5. Conclusions ..................................................................................................... 14 6. References ....................................................................................................... 14 7. Appendixes ...................................................................................................... 15 7.1. Matlab code ............................................................................................... 15

Preface
The story of the internal combustion engine started back in the 1870s when the german inventor Niklaus Otto (1832-1891) came upon the idea of an engine which worked by converting the chemical energy in a fuel to mechanical power via combustion which took place inside the engine. In 1876 Otto invented the four cycle engine which became known worldwide as the Otto-cycle motor. Eight years later in 1884 the magneto was built which meant that the source of ignition could be transported with the engine thus making the internal combustion engine a perfect means of propulsion. The internal combustion engine is at first glance a relatively simple machine. A mixture of air and fuel is ignited in the combustion chamber and the following expansion of the gas pushes the piston down creating torque. Even though the engine has been in use for more 230 years nobody yet fully understands what happens during the combustion process making the internal combustion engine in reality a highly complex system, which leads to problems when modelling. To overcome these difficulties a number of problems need to be simplified, for example it is assumed that there is no roughness on the walls of the inlet and inlet manifold which can lead to changes in the flow due to friction losses. Flow can change backwards and forwards between incompressible and compressible under its time in the engine. The flow around the valves are at much higher velocities which lead to compressible flow, this changes the character of the gas. At high flow velocity the Mach number can be as high as unity which means choking, at this point the engine has reached maximum speed. Matematical methods can find the limits of engine speed and the surronding conditions, several of these are shown in the included graphs. To conclude the rapport a short section is included which compares the results of the different metods used to find the conditions during compressible and incompressible flow. I am greatful for the help I reccieved from both Tony Burden and Arne Karlsson from the Institute for mechanical engineering, KTH.

Abbreviations, symbols and values

BDC TDC i.c.e. S.I. C.I. rpm B di dim div dev de dem S c Le Li Tatm Patm vp M vk Bottom dead center Top dead center Internal combustion engine Spark ignition Combustion ignition Revolutions per minute Density Bore Diameter of inlet Diameter of inlet manifold Diameter of inlet valve Diameter of exhaust valve Diameter of exhaust Diameter of exhaust manifold Length of stroke Length of con-rod Length of exhaust Length of inlet Atmosphere temperature Atmosphere pressure Crank angle piston velocity mach number kinematic velocity

Model Dimensions:
Bore Stroke Inlet Inlet port Exhaust port Exhaust Conrod length Inlet length Exhaust length B S di dip dep de c Li Le 84*10-3 m 90*10-3 m 54*10-3 m 27*10-3 m 27*10-3 m 54*10-3 m 0.250 m 0.10 m 2.00 m

General values used:

Density of air Temp of air Atmospheric pressure Gamma (ideal gas) Gas constant atm Tatm Patm R 1.2 kg*m-3 293 K 101*103 Pa 1.4 287

1. Background
The aim of this project is to build a one dimensional model of an i.c.e. so that it is possible to calculate the speed, density, pressure and temperature of the flow in various places in the engine. One dimensional flow is defined as flow which has small changes in the conditions normal to the streamlines compared to changes along the streamlines. Because the shapes and sizes of the passages change, the air or air/fuel mixture will have different velocities so therefore one must decide if the flow is compressible or incompressible. Incompressible flow is defined as where there is no change in the mass flow rate through a reference volume which lies across the streamlines. An analys of the conditions around the inlet valve, with the help of simple mathematical models, give us the conditions when the flow changes from incompressible to compressible. Concerning the engine there are two different Otto-cycle engines, one has spark-ignited combustion (S.I.) and the other has compression ignition (C.I.), these are commonly refered to as petrol engines and diesel engines. The petrol engine has the fuel and air premixed before entering the combustion chamber whereas the diesel engine sprays in the fuel directly before ignition. Because the C.I. engine uses pressure in the ignition process the compression ratio of a diesel engine is much higher than that of a petrol engine. The engine draws air from the atmosphere through an inlet followed by an inlet manifold which depending upon the number of cylinders in the engine, will have a certain number of sub-inlet ducts (Fig.1). The air, or in the case of the petrol engine, air/fuel mixture then passes the inlet valve and into the combustion chamber. The air/fuel mixture is first compressed with a compression stroke, when the piston is at TDC and maximum compression is reached a spark ignites the mixture and the rapid expansion of the mixture/gas forces the piston down in the power stroke. When maximum compression is reached in a diesel engine the higher compression conditions force the mixture to self-ignite thus leading to the expansion or power stroke. On the power or expansion stroke the piston travels down increasing the volume of the cylinder and the pressure lowers. When the piston reaches BDC the exhaust valve opens and the piston pushes out the burnt air/fuel mixture. After the exhaust stroke follows the intake stroke in which the piston draws fresh mixture into the cylinder past the inlet valve as it travels down towards BDC. Now the engine is back at the start of the compresion stroke when both the inlet and exhaust valves are closed. If it is assumed that the engine is running at a constant rpm then the mass flow rate from the atmosphere into the intake will also be constant. When the mixture of air and fuel nears the inlet valve it will start to acclerate and become compressible, it can be shown that the flow is compressible even with low engine speeds. What happens in the moment of combustion will be omitted due to the complexity of the process, the aim of this project is to look at the conditions surronding the flow. The journey out of the cylinder, past the exhaust valve, through the exhaust and into the atmosphere is princibly the same as the intake procedue.

2. Discription of model
The model which is used to calculate the conditions in the engine system is represented by Fig. 1.

Fig 1. Model of the engine Air taken from the surronding atmosphere is drawn into the inlet through a mouthpiece. The lack of carburetor, turbocharger or control system contributes to the simplification of the model. After the inlet a four branch manifold feeds each of four cylinders, the mixture is then drawn past one inlet valve per cylinder and into the combustion chamber. Modern engines can have several inlet and exhaust valves, again to simplify the model only one inlet and one exhaust valve have been included. The burnt mixture is then pushed out through the exhaust manifold, down the length of the exhaust and finaly released into the atmosphere. All forms of exhaust gas control have also been omitted, the model needs to be as simple as possible to avoid complex calculations. The model can now be divided into four sub-models to be able to be analysed correctly. The first sub-model is used to calculate the piston speed when the engine rpm is constant. Second is the sub-model which includes the intake, intake manifold and the inlet valve, here the conditions are calculated for the flow into the cylinder. The third sub-model looks at the exhaust side of the engine system, meaning the flow past the exhaust valve. Sub-model four looks briefly at the effects the shape of the mouth of the inlet can have on the flow. Approximations in this model as a whole include the following assumptions. It is assumed that the walls of all pipes and ducts are smooth so as to eliminate losses due to friction. Because the optimal fuel air mixture calculates to a 5% mass content of fuel the mixture is treated as an ideal gas, this allows the use of the general gas law for an ideal gas.

3. Sub-models
3.1 Piston velocity
To calculate the piston velocity it is neccessery to observe the piston in the cylinder from the side and form some geometric equations (Fig. 2.). The speed of the piston is the deritive of position by time.

S S y ( ) = * cos + c 2 * sin 2 2 S S * cos & y ( ) = * sin 1 2 S 2 * sin 2 2 2 * Lc 4

&

v p _ max =

v p _ max =

S & * 2

&=

rpm * S * * rpm v p _ max = 30 60

[1]

Fig. 2 Side view of piston

3.2 Intake conditions

3.2.1 Incompressible flow
Once the maximum speed of the piston has been found as a function of rpm it is possible to use the mass conservation law for incompressible fluids [2] to calculate the mach number for the flow as it passes the inlet valve. To simplify the calculations the passage past the inlet valve will be modelled as a Venturi tube (Fig. 3). Equation [3] leads to the flow velocity past the valve ( uip) as a function of rpm.
u ip _ max * Aip = v p _ max * A p
u ip _ max B = v p _ max * d ip
2

[2] [3]

Fig. 3 Inlet port

If the limit of incompressible flow is set at a mach number of M=0.1 then the corresponding engine speed can be computed. u M = a where a is sonic velocity for air (343 m/s for ideal gas at 293 K). Eq. [1], [2] & [3] give

M * a * 60 d ip * rpm = B S * rpm = 752

[4]

This shows that the flow past the inlet valve must be treated as compressible even at low engine speeds.

3.2.2

Compressible flow

To calculate the flow conditions for the compressible flow at higher engine speeds it is neccesary to start from the general gas law for an ideal gas.
P *V = m * R * T

[5]

To calculate the mass of gas which is drawn into the cylinder (min) with each intake stroke it is assumed that the combustion chamber has atmosphere pressure and the gas is at atmosphere temperature upon entering the cylinder. The volume of the cylinder to be filled Vc will be * B2 * S [6] Vc = 4 and the mass of the gas drawn in is given with [5] & [6] Patm * * B 2 * S min = = 5.99 *10 4 kg [7] 4 * R * Tatm The mass flow rate is found by dividing by the time the valve is open m & in = in [8] m t open which can be calculated by the following

t open putting [7] & [9] into [8]

& in = m

30 rpm = (180 ) = sec * 0.5 = rpm 60

0

[9]

5.99 *10 4 * rpm = 2.00 *10 5 * rpm kg * s 1 30

[10]

The continuity equation can now be writen as a function of temperature, density, pressure and mach number by seperating varibles. & in = * u ip * Aip = * M * a * Aip = * M * * R * T * Aip = m = T * 0 * M * * R * * T0 * Aip T0 0

& in = 0 * * R * T0 * Aip * Qm 0
With the insertion of density and temerature ratios in [10]
1

T * T 0

2 *M
1

1 1 T 1 = 1 + ( 1)M 2 & = 1 + ( 1)M 2 T0 2 0 2

1 1 & in = 0 * * R * T0 * Aip * 1 + ( 1)M 2 m 2 [10] and [11] become
1 1 2

[11]

8.484 *10 5 * rpm = M * 1 + 0.2M 2

[12]

The final equation [12] can now be plotted with help of MATLAB[1] (Fig.4).

rpm as a function of mach number 10000 9000 8000 7000 6000 rpm 5000 4000 3000 2000 1000 0

0.5

1.5 Mach number

2.5

Fig.4 rpm as function of mach number

Fig. 4 shows how the engine speed increases as the mach number increases up to about 7000rpm, this is to be expected, a top engine speed of 7000 rpm is also quiet realistic. As the mach number rises over 1 the engine speed decreases, here it is apparent that the model stops working and values over mach number 1 can be ignored. Using the pressure and density ratios it is possible to calculate the coniditions in the inlet port.
1 1 ip = 0 1 + ( 1)M 2 2
1

1 Tip = T0 1 + ( 1)M 2 2 The results can be seen in Fig. 5

Values for the velocity in the inlet can be calculated with the help of computed temperature, density and velocity in the inlet port. Assumed engine speed = 2500 rpm Matlab gives Tip = 290.2 K ip = 1.174 kg/m3 aip = * R * Tip = 341.47 m/s
uip = 0.22*341.47 = 75 m/s

M = 0.22

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density as a function of mach number 2 density [kg/m3] 1.5 1 0.5 0

0.1

0.2

0.4 0.5 0.6 0.7 mach number temp as a function of mach number

0.3

0.8

0.9

300

temp [K]

250

200

0.1

0.2

0.3

0.4 0.5 0.6 mach number

0.7

0.8

0.9

Fig. 5 Density and temperature as a function of mach number

Mass conservation equation for compressible fluid ip * u ip * Aip = i * u i * Ai d ip * d * u ip i Density in the inlet is assumed to be atm , which gives ui = 18.3 m/s

ip ui = i

[13]

3.3 Exhaust flow

The principle idea for calculation of the coniditions surronding the flow out of the engine are the same as the intake with the exceptions of the temperature of the gas and the size of the exhaust valve or port which in reality is always larger than the inlet. From Heywoods book Internal combustion engine fundamentals[2] Tex = 500 K gives a = 448 m/s Assume that he pressure in the cylinder Pex = Patm at BDC before exhaust stroke starts P * * B 2 * S mout = atm = 3.5104 *10 4 kg 4 * R * Tex 3.5104 *10 4 * rpm = 1.1701 *10 5 * rpm 30 with the same metod as for intake gives the following
& out = m

[14] [15]

1.1701 *10 5 * rpm = M * 1 + 0.2M 2 This produces Fig. 6 which shows the engine speed as a function of mach number

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rpm as a function of mach number (exhaust) 15000

10000

rpm 5000

0 0

0.5

1.5 mach number

2.5

Fig. 6 rpm as a function of mach number for exhaust flow Fig. 6 shows how a much higher engine speed is possible before choking starts to affect engine performance. It is obvious that the inlet side steers the limits of the engine, the larger valves on the exhaust side give more room for the gas to be pushed out thus insuring that the combustion chamber is always emptied before the intake stroke begins.

3.4 Flow passed the mouthpeice

There are many factors which affect the flow, most of which have been neglected in the model. Roughness on the walls create friction losses, so called wall wetting which means fuel molecules attach themselves to the sides of the ducts and swirling where the flow becomes tubulent are all factors which could contribute to an enormously complex model. Instead of looking at all of the above only the fact that the entrance to the inlet is bellmouth shaped (see Fig. 7) will be analysed. From the book Blevins- Applied fluid dynamics handbook[3].
Patm Pi = 1 f *l 2 * atm * u i 1+ k + 2 di

[16]

f * l 64 * l * v k = [17] 2 di ui * d i u *d r 64 * l assuming Re = i i [20] = 0.05 k = 0.4 [18] f *l = [19] di Re vk putting [20] into [19] then [19] into [17] then [17] & [18] into [16] Pi = 1.007 * 10 5 The pressure lost due to the geometry of the mouthpiece is thus calculated to 300 pa which is negligible compared to the pressure of the atmosphere outside the entrance to the inlet. 12

Fig. 7 Bellmouth entrance to the inlet

4. Comparison of compressible and incompressible flow

It has been shown that even for low engine speeds the flow passed the inlet valve must be considered compressible. How do the two different models used to calculate the flow vary in the limits of incompressible and compressible flow? Can the flow be calculated using both models in region between 500 and 1000 rpm? Fig. 8 shows the values for both models in the same graph
Incompressible and compressible 10000 9000 8000 7000 6000 rpm 5000 4000 3000 2000 1000 0

0.5

1.5 mach number

2.5

Fig.8 Incompressible and compressible The striaght line of the incompressible flow model shows a slightly higher mach number for the same rpm than the compressible flow.

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5. Conclusions
It has been shown that with relatively simple mathematical equations based upon some of the ground laws of physics, together with a collection of assumptions, it is possible to find the conditions of the flow in a number of places in the models. The limits of the engine speed are decided by the shapes and dimensions of the passages which the gas has to flow together with the size of the piston and cylinder in which it moves. It is also intressing to note that att maximunm engine speed the phenomen choking prevents the engine from going any faster, this takes place at the the critical mach number 1. Verification of the models validity can be seen in the maximum rpm (7000rpm), this is not unrealistic of todays high performance petrol engines. The constant improvments in the field of rescearch and devolpment see more and more control units included in the engine to steer everything from the temperature of the gas entering the cylinder to the amount of unburnt fuel which is sent back into the cylinder after the exhaust stroke. Todays engineers are faced with challenging problems which are based on a 230 year old invention and the modelling of such a machine demands models of a much higher complexity than shown in this rapport.

6. References
[1]. MATLAB.: The MathWorks,inc [2]. Heywood, J.: Internal combustion engine fundamentals McGraw-Hill 1998 [3]. Blevins.: Applied fluid dynamics handbook [4]. Daneshyar, H.: One dimensional compressible flow Pergamon international library 1976

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7. Appendixes
7.1. Matlab code
%A program to calculate and show the curves for compressible and %incompressible flow, temperature and density,flow for exhaust gas %and to compare the two metods for calculating the mach number. clear all close all clc M = 0 : 0.01 : 3.0; %a vector which represents all the mach numbers rpm = (1/(8.484*10^-5))*M.*(1+0.2*M.^2).^-3; dens = 1.2*(1+0.2*M.^2).^(-2.5); temp = 293*(1+0.2*M.^2).^(-1); rpm_ex = (1/(4.9637*10^-5))*M.*((1+0.2*M.^2).^-3); Incomp = M*(343*60/(0.09*pi))*(27/84)^2; figure (1) plot(M,rpm) axis([ 0.0 3.0 0.0 10000.0]); title('rpm as a function of mach number'); xlabel('mach number'); ylabel('rpm'); figure (2) subplot (2,1,1); plot(M,dens) axis([ 0.0 1.0 0.0 2.0]); title('density as a function of mach number'); xlabel('mach number'); ylabel('density [kg/m^3]'); subplot (2,1,2); plot(M,temp) axis([ 0.0 1.0 200.0 300.0]); title('temp as a function of mach number'); xlabel('mach number'); ylabel('temp [K]'); figure(3) plot(M,rpm_ex) axis([ 0.0 3.0 0.0 15000.0]); title('rpm as a function of mach number (exhaust)'); xlabel('mach number'); ylabel('rpm'); figure (4) plot(M,Incomp,M,rpm) axis([ 0.0 3.0 0.0 10000.0]); title('Incompressible and compressible'); xlabel('mach number'); ylabel('rpm');

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