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Mathematical Modelling

The document presents mathematical modeling for piston displacement, instantaneous cylinder volume, and thermodynamic expansion in engines. It discusses key parameters such as compression ratio, piston force, power output, work per cycle, mass flow rate, and the relationship between pressure and speed. Additionally, it outlines the effects of pressure drop and flow resistance on engine performance and efficiency.

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anandkrishnapr1
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6 views4 pages

Mathematical Modelling

The document presents mathematical modeling for piston displacement, instantaneous cylinder volume, and thermodynamic expansion in engines. It discusses key parameters such as compression ratio, piston force, power output, work per cycle, mass flow rate, and the relationship between pressure and speed. Additionally, it outlines the effects of pressure drop and flow resistance on engine performance and efficiency.

Uploaded by

anandkrishnapr1
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

MATHEMATICAL MODELING (CAE)

• PISTON DISPLACEMENT
𝑟2
𝑥(𝜃) = 𝑟(1 − 𝑐𝑜𝑠𝜃) + (1 − cos 2 𝜃)
2𝑙
𝑟 -crank radius (m)

𝑙 - connecting rod length (m)

𝜃 - crank angle (rad)

Optimum: 𝒍/𝒓 = 𝟑. 𝟓 − 𝟒. 𝟓 (reduces side thrust)

• INSTANTANEOUS CYLINDER VOLUME


𝑉(𝜃) = 𝑉𝑐 + 𝐴𝑝 𝑥(𝜃)

𝑉𝑐 - clearance volume (m3 )


𝜋𝐷 2
𝐴𝑝 =
4
= piston area

𝑉𝑐 +𝑉𝑠
• COMPRESSION RATIO: 𝐶𝑅 = 𝑉𝑐

• THERMODYNAMIC EXPANSION

Real air expansion is neither isothermal nor adiabatic → polytropic.


Polytropic process

𝑃𝑉 𝑛 = constant

Cylinder pressure

𝑉𝑖𝑛 𝑛
𝑃(𝜃) = 𝑃𝑖𝑛 ( )
𝑉(𝜃)

𝑃𝑖𝑛 - inlet pressure (Pa)

𝑛 - polytropic index
Optimum

• 𝑛 = 1.2 − 1.35
• 𝑃in = 6 − 10 bar (safe lab range)
• PISTON FORCE
𝐹𝑝 = (𝑃𝑐 − 𝑃𝑎𝑡𝑚 )𝐴𝑝

𝑃𝑐 - cylinder pressure
𝑃𝑎𝑡𝑚 - atmospheric pressure
• Maintain 𝑃𝑐 /𝑃𝑎𝑡𝑚 > 3 for usable torque

• POWER OUTPUT
The indicated power is 𝑃𝑖 = 𝑇𝑖 𝜔

Where 𝜔 = 2𝜋𝑁

Mechanical losses are incorporated via mechanical efficiency 𝜂𝑚 :

𝑃𝑏 = 𝜂𝑚 𝑃𝑖

Typical CAE values:

0.7 ≤ 𝜂𝑚 ≤ 0.85

• WORK PER CYCLE

The indicated work per cycle is obtained from

𝑊 = ∮ 𝑃𝑑𝑉

For polytropic expansion:


𝑃1 𝑉1 − 𝑃2 𝑉2
𝑊=
𝑛−1

The maximum recoverable pneumatic energy stored in the tank is


𝑛−1
𝑃𝑡 𝑉𝑡 𝑃𝑎𝑡𝑚 𝑛
𝐸𝑡𝑎𝑛𝑘 = [1 − ( ) ]
𝑛−1 𝑃𝑡

This provides the upper bound for total mechanical output.


𝑃𝑏
Pneumatic efficiency: 𝜂𝑝 = 𝑃
˙ 𝑅𝑇𝑖𝑛ln ( 𝑖 )
𝑚 𝑃 𝑎𝑡𝑚

Overall system efficiency: 𝜂overall = 𝜂𝑐 𝜂𝑝 𝜂𝑚


• MASS FLOW RATE
From pressure drop rate
𝑉𝑡 𝑑𝑃𝑡
𝑚̇ = | |
𝑅𝑇𝑡 𝑑𝑡
• SPEED ↔ AIR CONSUMPTION
𝑚̇ = 𝑘𝑚 𝑁
Where 𝑘𝑚 is experimentally obtained:
𝑚̇
𝑘𝑚 =
𝑁
• RUNTIME
Real-time air mass in tank

𝑃𝑡 (𝑡)𝑉𝑡
𝑚(𝑡) =
𝑅𝑇𝑡

Runtime remaining
𝑚(𝑡)
𝑡rem =
𝑚˙meas

Measured inputs

• 𝑃𝑡 (𝑡) → pressure gauge


• 𝑇𝑡 → thermocouple
• 𝑚˙meas → flow meter / rotameter

• PRESSURE SPEED RELATIONSHIP


Any real flow through a valve or passage causes a pressure drop.
From fluid mechanics (this is standard):
Δ𝑃 ∝ 𝑚̇ 2
So across the intake system:
𝑃𝑡 − 𝑃𝑖𝑛 = 𝐾𝑚2
Where
• 𝑃𝑡 = tank (or regulator) pressure
• 𝑃𝑖𝑛 = pressure actually entering the cylinder
• 𝐾 = flow resistance constant (valves + pipes)

For a given engine displacement:


𝑚̇ ∝ 𝑁
So, we write:
𝑚̇ = 𝑘1 𝑁

Combining pressure loss behaviour with speed-dependent flow, the received pressure is
expressed as:

𝑃𝑡 − 𝑃𝑖𝑛 = 𝐾𝑚̇ 2
𝑃𝑡 − 𝑃𝑖𝑛 = 𝐾(𝑘1 𝑁)2
𝑃𝑖𝑛 = 𝑃𝑡 − 𝐶𝑁 2

To avoid non-physical behavior and match experiments, we normalize the pressure loss:
𝑃𝑡
𝑃𝑖𝑛 =
1 + 𝐶𝑁 2

where 𝐶 is a constant representing valve and passage flow resistance. This equation shows
that intake pressure decreases as engine speed increases.

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