Beruflich Dokumente
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Research Paper
h i g h l i g h t s g r a p h i c a l a b s t r a c t
a r t i c l e i n f o a b s t r a c t
Article history: In this work, a mathematical optimization procedure was used to improve the gas exchange process of a
Received 31 December 2015 single-cylinder compression ignition naturally aspirated engine. Duct lengths and valve timing were cho-
Revised 4 July 2016 sen as optimization variables while volumetric efficiency was defined as the objective function.
Accepted 6 July 2016
Calculations were carried out using a parallelized computational code consisting of (i) a one-
Available online 6 July 2016
dimensional model for the unsteady compressible gas flow taking place in intake and exhaust ducts;
(ii) a single-zone combustion model for the in-cylinder processes; and (iii) an optimization routine based
Keywords:
on the Differential Evolution technique. Three sets of optimization calculations were conducted. In the
I.C. engine
Gas exchange process
first one, the intake duct length was the only optimization variable and it was found that optimal inlet
Differential evolution optimization method duct lengths vary becoming shorter as engine speed is increased. In the second set of calculations, both
Single zone combustion model intake and exhaust duct lengths have been taken as the optimization variables, and the resulting optimal
Volumetric efficiency intake duct lengths were quite similar to those of the first set. In addition, optimal exhaust duct lengths
resulted very close in value to optimal intake duct lengths, except at the highest speeds, when the
decreasing tendency as engine speed is raised was supplanted by the opposite tendency. In the third
set of calculations, the crank angles defining valve synchronism were the optimization variables. It
was found that optimal valve timing produced a gain in volumetric efficiency, which is similar to that
obtained with optimal duct lengths.
Ó 2016 Elsevier Ltd. All rights reserved.
⇑ Corresponding author.
E-mail addresses: stephan.och@pucpr.br (S.H. Och), luis.moura@pucpr.br (L.M. Moura), viviana.mariani@pucpr.br (V.C. Mariani), leandro.coelho@pucpr.br (L.S. Coelho),
velasquez@utfpr.edu.br (J.A. Velásquez), eric.domingues@coria.fr (E. Domingues).
http://dx.doi.org/10.1016/j.applthermaleng.2016.07.042
1359-4311/Ó 2016 Elsevier Ltd. All rights reserved.
S.H. Och et al. / Applied Thermal Engineering 108 (2016) 660–669 661
values of the coefficient matrix B are real and different from each
Table 1
Boundary conditions.
jwj ¼ 2
cA;n
k1
2
þ cA;ext
j ¼ 1; 2; . . . ; D 15
Cylinder Pressure (bar)
1.05
efficiency becomes shorter when engine speed increases. The vol-
umetric efficiency values for the based case are 0.7665, 0.8130,
1.00 0.8142, 0.8375 and 0.8777 for the follow engine speeds: 1000,
2000, 3000, 4000 rpm, respectively.
Table 4 shows final results of the optimization calculation using
0.95 only one design variable — length of the intake duct. Reported val-
ues in Table 4 are given with a confidence interval of 95%, based on
0.90 a population of 20 optimization experiments for each engine
speed. Taking into account the values in Table 4, as well as the
intermediate values of volumetric efficiency calculated during
0.85 Engine running the optimization procedure (shown in Fig. 6) it is possible to con-
ivo ivc motored at 2000 rpm
clude that the Differential Evolution method was able to converge
360 300 240 180 120 60 0 60 120 180 240 300 360 towards the global optimum of the analyzed domain. It is worth
Crankshaft angle (degrees) noting that the optimal volumetric efficiency increases as the
engine speed rises up to 3500 rpm, and then diminishes as speed
Fig. 5. Validation of the computational model: pressure in the intake duct.
keeps rising. So, the optimal volumetric efficiency at 4000 rpm
was lower than the corresponding value at 3500 rpm.
Table 3 In-cylinder pressure and pressure at the inlet valve port are
Engine main data. shown in Fig. 7 as functions of crank angle. The baseline case
Engine type Compression ignition (Ladm = 0.38 m) and the optimized case (values from Table 4) are
Compression ratio 16:1
reported for 1000 rpm (Fig. 7a) and for 3000 rpm (Fig. 7b). The
Bore 93 mm mass flow rate of fresh charge into the cylinder varies continuously
Displacement 170 mm during the intake process, being influenced by the area, the density
Stroke 103 mm and the velocity of the fluid in the throat section of the inlet valve.
Injection Direct
When the optimization is performed by varying the lengths of the
Air metering Naturally aspirated
ducts, the instantaneous cross sectional area is the same for all
Intake system
considered cases (baseline case, optimized case and others) Thus,
Number of intake valves 2
Intake duct length 380 mm the optimal conditions should be searched by changing (indirectly)
Diameter of intake duct 48 mm the speed and the density of the fluid in the throat section. At the
Intake valve open (IVO) 10° bTDC beginning and the end of the intake process, when the throat area
Intake valve closed (IVC) 37° aTDC
is small, there may be significant differences between pressure
Exhaust system upstream of the valve and in-cylinder pressure. This difference
Number of exhaust valves 1
affects the fluid velocity in the throat section in such a way that
Exhaust duct length 1500 mm
Diameter of exhaust duct 50 mm
higher pressures upstream of the valve allow increasing the fluid
Exhaust valve open (EVO) 42° bBDC velocity at the throat section (as long as the pressure ratio is less
Exhaust valve closed (EVC) 10° aTDC than the sonic critical limit). Moreover, higher upstream valve
pressures also allow increasing the fluid density in this cross sec-
tion. Thus, an increase in the pressure upstream of the valve will
influence simultaneously the velocity and the density of the fluid
0.90
1000 rpm in the valve throat. Besides that, in the middle of the intake pro-
2000 rpm cess, when the valve throat sectional area is large, the in-cylinder
3000 rpm pressure closely follows the pressure upstream of the valve, as
0.85
4000 rpm can be observed in Fig. 7a and b. This is due to the proximity of
Volumetriceffciency
Table 4
Optimal values of intake duct length (valve timing and exhaust duct length were held unchanged as in baseline data).
Speed (rpm) Lint (m) Lexh (m) avo (deg bTDC) avc (deg aBDC) evo (deg bBDC) evc (deg aTDC) gv
1000 2.845 ± 0.009 1.5 10 37 42 10 0.82722 ± 0.00010
1500 1.8878 ± 0.0015 0.85171 ± 0.00005
2000 1.4023 ± 0.0011 0.8709 ± 0.0005
2500 1.1108 ± 0.0002 0.8722 ± 0.0004
3000 0.919 ± 0.004 0.89040 ± 0.00001
3500 0.7710 ± 0.0004 0.89249 ± 0.00003
4000 0.6600 ± 0.0001 0.87849 ± 0.00001
Fig. 7. Inlet port pressure as function of the crank angle (the angle domain on the x- Fig. 8. Mass flow rate as a function of the crank angle (the angle domain on the x-
axis is between IVO and IVC). axis is between IVO and IVC).
be seen in Fig. 7a and b). Thus, in the optimal cases a full period of is worth taking into account that along the wave the thermody-
this wave reaches the intake valve while it is open. Furthermore, namic properties of the fluid vary following closely an isentropic
this wave is synchronized with the intake process in such a way process: q / P1/k and q / T1/(k1). The fact that the temperature
that two crests coincide with the beginning and with the end of exponent is higher than that of the pressure shows that the density
the process, while a valley is positioned in the middle of the is more sensitive to temperature. Thus, the coldest regions of the
process. wave correspond to these of greater density.
This result meets the desired behavior as described in the pre- Air mass flow rate through intake valve is shown in Fig. 8 for
ceding paragraphs, since the presence of the crests at the beginning 1000 rpm (left side) as well as for 3000 rpm (right side) in the case
and at the end of the process increases the velocity and the density of optimization of the lengths of inlet and exhaust ducts. Notice
of the fluid, thus increasing the mass flow rate into the cylinder. that in the optimized case, the mass flow enters the cylinder from
Furthermore, the wave valley in the middle of the intake process the beginning of the intake process, while in the baseline case,
also increases the fluid density, as in this region occur the lowest some outflow precedes the inflow of air into the cylinder. The opti-
temperatures in the wave. In order to support this observation it mized case exhibits higher mean mass flow rate than the baseline
S.H. Och et al. / Applied Thermal Engineering 108 (2016) 660–669 667
Table 5
Optimal values of intake and exhaust duct lengths (valve timing was held unchanged as in baseline data).
Speed (rpm) Lint (m) Lexh (m) avo (deg bTDC) avc (deg aBDC) evo (deg bBDC) evc (deg aTDC) gv
1000 2.8608 ± 0.0029 2.840 ± 0.019 10 37 42 10 0.83220 ± 0.00015
1500 1.8889 ± 0.0014 1.792 ± 0.015 0.85473 ± 0.00012
2000 1.4024 ± 0.0015 1.253 ± 0.007 0.87262 ± 0.00002
2500 1.1111 ± 0.0007 0.966 ± 0.004 0.88511 ± 0.00001
3000 0.9196 ± 0.0026 0.759 ± 0.012 0.89170 ± 0.00002
3500 0.7722 ± 0.0003 0.598 ± 0.004 0.89263 ± 0.00001
4000 0.6611 ± 0.0006 1.1189 ± 0.0024 0.88946 ± 0.00001
Table 6
Optimal valve timing (duct lengths are held unchanged as in baseline data).
Speed (rpm) Lint (m) Lexh (m) ivo (deg bTDC) ivc (deg aBDC) evo (deg bBDC) evc (deg aTDC) gv gt
1000 0.38 1.50 49 ± 3 32 ± 6 47.9 ± 1.8 49.4 ± 1.6 0.8495 ± 0.0008 0.346
2000 46.9 ± 1.1 30.6 ± 1.2 77.0 ± 1.6 54 ± 1 0.8518 ± 0.0001 0.376
3000 55.7 ± 1.7 43.2 ± 1.6 8.2 ± 2.7 78.6 ± 2.7 0.8962 ± 0.0001 0.363
4000 31.1 ± 0.5 30.1 ± 0.4 54.4 ± 1.3 75.9 ± 1.9 0.8808 ± 0.0001 0.372
668 S.H. Och et al. / Applied Thermal Engineering 108 (2016) 660–669
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