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Engine Output Computation Guide

1. The document provides instructions for students to use simulation software to compute the output characteristics of a 4-stroke spark ignition engine. 2. Students are guided through steps to input engine parameters, run simulations of individual operating modes, optimize valve timings, and evaluate results. 3. Key steps include optimizing intake valve closing at maximum torque mode through 1D scanning, and optimizing exhaust valve opening at maximum torque through evaluating pressure parameters versus exhaust valve opening.

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155 views16 pages

Engine Output Computation Guide

1. The document provides instructions for students to use simulation software to compute the output characteristics of a 4-stroke spark ignition engine. 2. Students are guided through steps to input engine parameters, run simulations of individual operating modes, optimize valve timings, and evaluate results. 3. Key steps include optimizing intake valve closing at maximum torque mode through 1D scanning, and optimizing exhaust valve opening at maximum torque through evaluating pressure parameters versus exhaust valve opening.

Uploaded by

tsegay
Copyright
© All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd

Practical Exercise:

Computation of the engine output characteristics for a 4-stroke spark


ignition engine

Dr. Sc. (Tech.), prof. Andrei Kuleshov,


Bauman Moscow Technical University, Russia

The main objectives of the work:


1. To familiarize students with the advanced software in order to compute and
optimize internal combustion engine parameters and performance.
2. To demonstrate the characteristic change of key indicators and processes in the
internal combustion engine affected by the change of engine operating regimes.

Additional objectives:
1. To demonstrate the sequence of actions to optimize the engine valve timing.
2. To demonstrate the sequence of actions to optimize ignition timing.

Required engine input data and operating parameters:


1. Number of cylinders and engine type (in-line, V-type, boxer, etc).
2. Bore and stroke dimensions
3. Compression ratio* (typically 10 ... 12)
4. Maximum RPM
5. Cooling system (liquid, air)
6. Engine application area
7. Boosting system (it is usually recommended to use naturally aspirated engine without
exhaust gas recirculation).
8. Number of valves per cylinder

It is recommended that the above parameters be selected based on the existing engine
specification. Students can select the engine specification by their own, provided that
the above mentioned engine parameters are given. The compression ratio can be
assigned in consultation with your instructor. Usually all required data can be found in
the internet.

Software:
The engine performance computation and optimization should be conducted using
DIESEL-RK software developed by Moscow Bauman Technical University. You have to
download and install DIESEL-RK software on your personal PC or laptop from
[Link] website and use it when you work outside the campus. You will
be able to remotely connect to an external server of the software provider via internet.

The sequence of student actions for the project after the launch of the software

Step 1

Click button and create a new project using Wizard of New Project Creation.

1
Step 2

Answer all the questions in Wizard of New Project Creation, assign engine geometric
parameters, operational parameters, and select supercharging/turbocharging scheme.
Wizard of New Project Creation will generate input file, set required empirical
coefficients, compute and set basic dimensions for the air and fuel intake based on the
statistical data and experience in engine design accepted in the industry. Further, the
available data can be edited or used as default if some engine design and operation
data are not fully available.

Step 3

Click button and save the project in the working directory (folder). Save the data for
each engine in a separate folder. Include the name of manufacturer and engine
specification while giving a name for folders. This will help to easily identify the engine
type.

Step 4

Click button and edit the table for engine operation modes in accordance with the
engine performance characteristics. Place the engine maximum power in column 1 and
further gradually lower the RPM values in the next columns with the RPM for the idling
mode placed in the last column.

- Set the RPM value at different operating modes with equal incremental change. Set
the RPM for each mode as shown in Fig 1.

- Set the air fuel equivalence ratio for each mode. For simplicity, it can be set as = 1
for all modes.

Engine type
1.0 Petrol engines with fuel injection and 3-stage catalytic converter
0.95 1.05 Carbureted engines
0.75 0.85 Aviation engines during intake mode

- Set the ignition timing for each mode as shown in Fig 1.

- Set the ambient temperature (standard temperature for aviation engines: =288 ; for
others: 293 or 298 ).

- Set the inlet pressure losses and differential pressure in the exhaust for each mode as
shown in Fig 1. The maximum losses in the exhaust occur at full power and usually
reach 0.04 bar. Inlet pressure loss is a controlling parameter for required engine power.
This parameter for each model will be corrected at the later stages.

- For engines with direct fuel injection, the same injection timing can be set for all the
operating modes.

- Units of injection timing: crank angle degrees before TDC, for intake and power
strokes.

2
- Initially the same injection duration can be applied to all modes.

Make sure to give an appropriate name to a specific mode. This will help with
identification of a needed mode.

Fig 1. Operating mode table

Note that the preprocessor has internal logic and required windows and input spaces
appear only if the relevant data are needed for the calculation of the selected type of the
engine.

If you struggle with the selection of empirical coefficients then use the default values of
Wizard of New Project Creation.

3
Step 5 First calculation of maximum power mode

Click button that starts the computation. In appeared window click "ICE
simulation" button (only the mode for maximum power should be activated).

To verify the correctness of the input data perform the first calculation for one mode of
"Maximum power".

For the computing of one mode (only this regime should be marked with a tick in the
table of Fig 1) the following results are obtained:

- The table of integral parameters for an engine

- 1D graphs of various parameters versus time (crank angle degree)

- Visualization of spray in the combustion chamber for diesel engine

To investigate the individual operating modes the optimization and 1D and 2D scanning
options can also be used.

In the case of calculating the engine characteristics (if two or more modes marked with
a tick in the table in Fig. 1) engine output results are plotted vs RPM. Optimization and
scanning for several modes simultaneously is not possible.

Therefore, at first, the analysis will be performed for each individual mode and then the
entire engine performance characteristics can be determined.

Step 6

Computation results can be viewed and printed in Results section. For fast access to
some sections of menu use the following buttons:

To view engine integral parameters


To view results in 1D format: the rate of heat release, gas exchange
parameters, 1D scanning results, engine characteristics, etc.

When calculating the engine characteristics integral indicator table is not displayed. The
table is only used to display the parameters of the engine on an individual mode.

To plot and view the engine characteristics use 1D view button or option <Results =>
Engine Performance>

To construct functions listed in the left pane, select the parameter and drag it using the
left button of the mouse on one of the panels on the right side of the screen.

Plotting instructions are provide in the software tutorials. (<Help> or button )

4
Check the calculated maximum engine power. If it differs from the one declared by the
engine manufacturer more than 3% you should consult with your instructor and correct
the following:

- configuration of intake and exhaust valves, see Appendix 1;


- intake and exhaust valve timing (intake and exhaust valve timing should be optimized
at maximum torque);
- spark advance angle;
- air equivalence ratio ;
- empirical coefficients for combustion, heat transfer, gas exchange, and mechanical
losses.

Step 7 Calculation of Maximum Torque

Set the parameters in Operating Mode (Fig 1) for Maximum Torque mode
RPMMaxTorq (0.48 0.6) RPMMaxPower (usually 2500 3500 RPM).
Inlet pressure losses: dint_MaxTorq 0.6 dint_MaxPower
Differential pressure in the exhaust: dexh_MaxTorq 0.25 dexh_MaxPower

Compute the case at Maximum Torque.

Step 8 Optimization of the engine intake valve closing at the Maximum Torque
(RPM=3500)

Select 1D scanning: <Optimization => Scanning => Radio button 1D scanning>.


Select an argument for scanning: IVC (Intake Valve Closing).
Click [>>] button and in appeared window insert:
- Min. Value IVC: 5 deg. after BDC,
- Max. Value IVC: 65 deg. after BDC,
- Number of calculating points: 7.
Click OK close the window and perform scanning.

Plot the volumetric efficiency (Eta_v) vs. IVC. Fix this as an optimum result, i.e. insert
IVC value at maximum Eta_v as an input parameter for intake valve closing:
<Gas Exchange System => Inlet valve Timing> .
Explain why curve Eta_v (IV) has a defined maximum.

Fig 2. Volumetric efficiency Eta_v vs. Intake Valve Closing (IVC)

5
The optimum value of volumetric efficiency at maximum Torque is Eta_v = 40 deg. after
BDC.

Step 9 Optimization of the engine intake valve opening at the Maximum Torque
(RPM=3500)

Select 1D scanning: <Optimization => Scanning => Radio button 1D scanning>.


Select an argument for scanning: EVO (Exhaust Valve Opening).
Click [>>] button and in appeared window insert:
- Min. Value EVO: 15 deg. after BDC,
- Max. Value EVO: 75 deg. after BDC,
- Number of calculating points: 7.
Click OK close the window and perform scanning.

Plot Indicated Mean Effective Pressure (IMEP), Pumping Mean Effective Pressure
(PMEP) and Break Mean Effective Pressure (BMEP) vs. EVO.

Fix this as an optimum result, i.e. insert EVO value at maximum BMEP as an input
parameter for exhaust valve opening:
<Gas Exchange System => Exhaust Valve Opening>
Explain why curve BMEP (EVO) has a defined maximum.

Fig 3. Break Mean Effective Pressure (BMEP), Indicated Mean Effective Pressure
(IMEP) and Pumping Mean Effective Pressure (PMEP) vs. Exhaust Valve Opening
(EVO).

6
The optimum exhaust valve opening at maximum Torque is EVO = 57 deg. before BDC.

Step 10 Optimization of the spark advance angle at the Maximum Power

Select 1D scanning: <Optimization => Scanning => Radio button 1D scanning>.


Select an argument for scanning: Theta_i (Ignition Timing).
Click [>>] button and in appeared window insert:
- Min. Value Theta_i: 15 deg. before TDC,
- Max. Value Theta_i: 35 deg. before TDC,
- Number of calculating points: 7.
Click OK close the window and perform scanning.

Plot Indicated Specific Fuel Consumption (SFC) vs Theta_i.

Fix this as an optimum result, i.e. insert Theta_i value at the minimum SFC as an input
parameter for Theta_i in table of Fig 1:
<Gas Exchange System => Exhaust Valve Opening>
Explain why curve DFC (Theta_i) has a defined maximum.

Fig 4. Specific Fuel Consumption (SFC) vs. Spark Advance Angle (Theta_i).

The optimum spark advance angle at Maximum Power is Theta_i = 25 deg. before
TDC.

Step 11

Assign a spark advance angle in Fig 1 for all engine operation regimes (RPM) in
accordance with the correlation shown in Fig. 5

7
30

Theta_i, CA deg. BTDC


25
Theta_i
20

15

10

0
0.0 0.2 0.4 0.6 0.8 1.0
RPM_

Fig 5. Correlation of spark advance angle (Theta_i) vs. RPM/RPMmax

Step 12

Select the Inlet Pressure Loss value at engine idling such that the computed power
does not exceed 5kW. For this, compute only for the required mode. You can do the
mode selection either by selecting in the table of Fig 1 or by using Run window as
shown in Fig 6.

Fig 6. "Run" window.

Select the Inlet Pressure Loss values for other remaining regimes to achieve a smooth
increase of power and torque as shown in Fig 7a and 7b, avoiding knocking condition.
Calculated Octane Number should not exceed (Fuel Octane Number - 10) as shown in
Fig 8.

8
Fig 7a. Break Mean Effective Pressure vs. RPM

Fig 7b. Engine Power and Minimum Octane Number of Fuel vs RPM

Fig 8. Induction Differential Pressure vs. RPM

Plot the Break Torque, the Maximum Cylinder Pressure and the Specific Fuel
Consumption vs. RPM as shown in Fig 9

9
Fig 9. Brake Torque, Maximum Cylinder Pressure, and Specific Fuel Consumption vs.
RPM

Step 13

Analyze the engine operation at maximum power (RPM=5500) and low power
(RPM=1500) with optimized valve opening and closing and compare in-cylinder
pressure trends (bar) vs. RPM and vs. Cylinder Volume (m3), as shown in Fig 10.

10
Fig 10. Cylinder Pressure vs Crank Angle Degree and vs. Cylinder Volume

11
Appendix 1
Modification of gas exchange system

It should be noted that for modern high-speed or racing gasoline engines the initial
computation using the default values, which are available via New Project wizard, may
produce power levels much lower than those specified by the engine manufacturer. This
is because the default values in the project wizard were not assigned for gas exchange
systems of the forced racing engines types, but mainly for naturally aspirated engines
with moderate speed. An indication of incorrect input data for intake and exhaust
system can be the engine volumetric efficiency v < 0.92. Therefore, in order to
correctly assign the gas exchange parameters more technical information is required
about the size of intake and exhaust valves of a given engine or the engine of similar
type. For example: for BMW S62B50 engine the data provided in the table below can be
used.

Technical Data MS S62

Valve diameter Intake / Exhaust (mm) 35 / 30.5

Stem diameter Intake / Exhaust (mm) 6/6

Click button that opens gas exchange parameter control window:

Fig 11. Gas Exchange parameter control window

Under Open Are Diagram option select Express estimate. Insert the value for Valve
Stem Diameter, Ds, Valve Inner Seat Diameter, Dt and Flow Coefficient at Maximum

12
Valve Lift in accordance with recommendations given in [1]. Also set Duration of
Open Area Increase and Decrease inc /dec. If these data are not available for forced
engines you can use values given in the table below:

Intake Exhaust
Ds = (0.20.22) Dv [mm] Ds = (0.230.25) Dv [mm]
Dt = 0.85 Dv [mm] Dt = 0.89 Dv [mm]
= 0.74 = 0.78
inc /dec = 900 [CA] inc /dec = 900 [CA]
Lv = 0.25 Dv [mm] Lv = 0.25 Dv [mm]

For the forced and high-speed engines the valve overlap for intake and exhaust can be
larger than for naturally aspirated engines. To determine the right angles for exhaust
valve opening and intake valve closing you have to perform 2D parametric study to find
out the effect of these factors on engine performance. To perform 2D scanning use the
main menu Optimization => Scanning and select 2D Scanning option.

Fig 12. Scanning Setting window

Click [>>] button and set the range for parameters assigned for X and Y, as well as the
number of calculating points, as shown in Fig 13.

13

Fig 13. Exhaust Valve Closing (EVC) and Intake Valve Opening (IVO) value setting for
2D scanning

Perform 2D scanning by clicking button. In the appeared window click


"Scanning".

Results can be viewed by selcting Isolines window that can be opened via main menu
Results => 2D Results:

Fig 14. 2D scanning output window

14
To plot the collection of isolines, drag the designated parameter by the mouse to the
panel as shown in Fig 14.

3D surface of the function may be considered in a more detailed interpretation and from
different angles by double-clicking on it. You can click the right button of the mouse and
rotate the image.

Fig 15. 3D diagram of 2D scanning

Methods of editing the isoline contours are presented in Help.

When selecting the valve overlap it should be noted that the large overlap will lead to a
significant deterioration of the engine parameters and performance at partial loads,
during throttling. Therefore, the valve overlap value should be selected carefully. For
example, we can select:
The angle for exhaust closing 27 deg. after TDC;
The angle for intake valve opening 27 deg. before TDC.

The selected angles for intake and exhaust (indicated by a green dot on Fig. 14) should
be inserted into the window in Fig. 11.

Set the air fuel equivalence ratio at Maximum Power mode close to stoichiometric, ~
0.95, in Operating Mode table (Fig 1.) and perform calculation as described in Step 5.

If it wasnt possible to achieve the desired increase in engine power you should try to
control the other processes.

15
References

1. Andrey Kuleshov, Leonid Grekhov Multidimensional Optimization of DI Diesel


Engine Process Using Multi-Zone Fuel Spray Combustion Model and Detailed
Chemistry NOx Formation Model // SAE Paper No 2013-01-0882. 2013, 20 p.

2. Andrey Kuleshov, Khamid Mahkamov, Andrey Kozlov, Yury Fadeev Simulation


of dual-fuel diesel combustion with multi-zone fuel spray combustion model //
ASME 2014 Internal Combustion Engine Division Fall Technical Conference
ICEF2014-5700, October 19-22, 2014, Columbus, IN, USA, 14 p.

3. Leonid Grekhov, Khamid Mahkamov, Andrey Kuleshov Optimization of Mixture


Formation and Combustion in Two-stroke OP Engine Using Innovative Diesel
Spray Combustion Model and Fuel System Simulation Software // JSAE Paper
No: 20159328 SAE Paper No 2015-01-1859. 2015, 17 p.

4. Kuleshov A.S. Model for predicting air-fuel mixing, combustion and emissions in
DI diesel engines over whole operating range // SAE Tech. Pap. Ser. 2005. N
2005-01-2119. P. 1-16.

5. Kuleshov A.S. Use of Multi-Zone DI Diesel Spray Combustion Model for


Simulation and Optimization of Performance and Emissions of Engines with Mul-
tiple Injection // SAE Tech. Pap. Ser. 2006. N 2006-01-1385. P. 1-17.
1
6. Kuleshov A.S. Multi-Zone DI Diesel Spray Combustion Model and its
application for Matching the Injector Design with Piston Bowl Shape // SAE
Tech. Pap. Ser. 2007. N 2007-01-1908. P. 1-17. doi:10.4271/2007-01-
1908.

7. Kuleshov A.S. Multi-Zone DI Diesel Spray Combustion Model for


Thermodynamic Simulation of Engine with PCCI and High EGR Level // SAE
Tech. Pap. Ser. 2009. N 2009-01-1956. P. 1-21.

8. Kuleshov A., Mahkamov K. Multi-zone diesel fuel spray combustion model for the
simulation of a diesel engine running on biofuel // Proc. Mechanical Engineers.
2008. Vol. 222, Part A, Journal of Power and Energy. P. 309-321.
1
9. Kuleshov, A., Kozlov, A., and Mahkamov, K., "Self-Ignition Delay
Prediction in PCCI Direct Injection Diesel Engines Using Multi-Zone Spray
Combustion Model and Detailed Chemistry," SAE Technical Paper 2010-01-
1960, 2010, doi:10.4271/2010-01-1960.

1
Use these papers for citation in the first place.

16

Common questions

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Inlet pressure loss and differential pressure in the exhaust are critical parameters that are adjusted to manage engine power and efficiency across different operation modes. Inlet pressure loss is adjusted to cater to the required power output for each mode, while ensuring that it does not significantly increase fuel consumption by maintaining minimal losses at lower power modes. Differential pressure in the exhaust is managed such that the highest losses occur at full power, usually reaching up to 0.04 bar. This balance is necessary to prevent impractical backpressure at high power and to ensure efficient expulsion of exhaust gases at lower RPMs, which in turn maintains optimal engine efficiency across various modes .

Careful selection of inlet pressure loss at engine idling and other operating modes is imperative because it directly influences engine stability and the likelihood of knocking. For idling, ensuring that the computed power remains under 5kW prevents excessive fuel consumption or power surge, while the smooth transition of pressure losses through various modes is crucial for stable fuel combustion and consistent torque delivery. Proper management avoids knocking, which results from a mismatch in cylinder pressure and octane rating, maintaining desired engine smoothness and durability across operating conditions, and aligning practical outputs with performance expectations .

The procedure for optimizing the intake valve closing at maximum torque involves conducting a 1D scanning analysis, where the intake valve closing (IVC) is varied between 5 degrees and 65 degrees after BDC, with the number of calculating points set to 7. This process is used to determine the optimum IVC that results in the highest volumetric efficiency (Eta_v). The curve of Eta_v versus IVC shows a defined maximum due to the balance between sufficient air filling into the cylinder and minimizing the backflow of air when the intake valve closes too early or too late. The optimum value was found at 40 degrees after BDC, which allows for maximum air intake without significant loss .

Optimizing the exhaust valve opening (EVO) impacts engine performance significantly by influencing the Break Mean Effective Pressure (BMEP). A 1D scanning optimization method is employed to determine the optimum EVO by varying the EVO angle between 15 degrees and 75 degrees after BDC, and identifying at which point BMEP reaches its peak. The maximum BMEP occurs because the exhaust gases are expelled efficiently at the optimal timing, reducing backpressure and increasing power output. The optimum EVO value is found at 57 degrees before BDC, balancing between gas expulsion and allowing fresh charge intake effectively .

The volumetric efficiency curve for intake valve closing shows a defined maximum because it signifies the point where the engine achieves the best 'breathing' capability. Volumetric efficiency is highest when the engine can effectively fill the cylinder with air without significant losses due to early or late closing. Closing the intake valve too early results in reduced air intake due to limited time, while closing it too late leads to backflow due to higher pressure. The maximum point on the curve represents the optimal balance where air intake is maximized while losses are minimized, essential for engine breathing efficiency .

The significance of a 2D parametric study in determining optimal valve angles lies in its ability to analyze the complex interactions between intake and exhaust valve timings over varying engine loads and speeds. By adjusting these angles, the study can identify the combination that maximizes engine performance by facilitating better air flow during intake and exhaust phases. This affects factors such as volumetric efficiency and power output. Incorrect valve overlaps can cause performance deterioration, particularly at partial loads, by either wasting power during gas exchange or failing to maximize cylinder pressure after combustion, underscoring the necessity of precise optimization .

Different RPM values affect the computation of engine characteristics due to the nonlinear relationship between engine speed and variables such as torque, power, and efficiency. These computations are visualized through plots of engine output versus RPM, providing insight into how performance metrics change with speed. Simultaneous optimization and scanning are not feasible because each operating mode involves distinct parameter adjustments for optimal results, and overlapping them would lead to conflicting parameter settings and inaccurate modeling of engine characteristics. As a result, each mode must be analyzed and optimized independently before synthesizing the overall engine characteristics .

Setting a specific air fuel equivalence ratio (α) is crucial for different engine types and operation modes because it directly influences combustion efficiency, engine output, and emissions. For petrol engines with fuel injection and three-stage catalytic converters, α is typically set to 1 to achieve stoichiometric combustion, ensuring complete burning of fuel with minimal emissions. For carbureted engines, α ranges between 0.95 to 1.05, allowing for slight adjustments needed for different operational stresses. Aviation engines during intake use α values between 0.75 to 0.85, optimizing for high-altitude performance where air density is lower. Each setting affects the engine's power delivery, efficiency, and emission profile, making it a vital tuning parameter .

To optimize the spark advance angle for minimizing specific fuel consumption (SFC) at maximum power, a 1D scanning technique is employed where the ignition timing (Theta_i) is adjusted between 15 degrees and 35 degrees before TDC. During this scanning, the SFC is monitored to find the Theta_i that results in the lowest SFC. Optimizing the spark advance angle is significant because it directly affects the combustion efficiency; proper timing ensures that the combustion pressure is optimal at the point of maximum piston leverage, maximizing energy conversion and reducing fuel wastage. The optimum ignition timing was found to be 25 degrees before TDC .

Key factors that indicate incorrect engine input data during initial computation include discrepancies in power output levels compared to manufacturer specifications and a volumetric efficiency significantly below acceptable levels (ηv < 0.92). For high-speed or racing engines, incorrect assumptions in gas exchange parameters such as valve sizes and timings can lead to these mismatches. If the outputs vastly differ from expectations, it suggests that the default values used, which cater to naturally aspirated engines, are not suitable for forced induction configuration or the high-performance demands typical of racing engines. Corrective actions should involve recalibrating the gas exchange parameters to more accurately reflect the racing engine requirements .

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