Symposium on International Automotive Technology 2005

SAE Paper No.

2005-26-001

Two Methods for Improving Torque of a Diesel Engine in the Low Speed Range
P. Sahaya Surendira Babu, Irfan Haneef, P. A. Lakshminarayanan, Prasann Deshpande, Nitin Bhalla, Prasant Sagar and J. Sekar Ashok Leyland Ltd, Hosur, India
2005 The Automotive Research Association of India, Pune, India

ABSTRACT It is desirable for engines to produce high torque in lower speed ranges. Such conditions are encountered when vehicles climb gradients. Two techniques are compared in this paper along with their merits and demerits to improve torque of a CI engine for lower speeds. The first method increases swirl at lower speed whereas the second method uses a combined charging system to improve airflow rates. Matching of Turbocharging equipment with diesel engine throughout the operating speed range has also been discussed in this paper. Combining both methods, provides excellent torque characteristics at lower speeds without increase in smoke and other emissions. This improves driveability of the vehicles. INTRODUCTION In automotive applications, for better driveability and traction during acceleration, engines with high torque in the lower speed range are always desirable [1-5]. If the torque is just enough to pull the load, the gear is reduced to low, to get higher torque especially while climbing gradients. It results in higher fuel consumption, wear and noise. If fueling is increased to achieve high torque, the engine will emit high smoke disproportionately. In this paper, two methods are described to solve smoke problem when fueling is increased and hence torque in the lower speed range.
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turbocharged engines. By designing a lower natural frequency of the CCS, airflow can be augmented in the lower speed range
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Method 2 : Improving smoke in lower speed range by increasing Swirl at Lower Speeds : A deflector mechanism at the inlet for two step swirl ratio is used. The mechanism causes higher swirl at lower speeds and lower swirl at higher speeds. This would lead to optimum mixing of the diesel and air at those speeds and hence optimum combustion, so that the engine produces less smoke at those speeds

METHOD 1 : IMPROVING AIR FLOW RATE AT LOWER SPEEDS BY USING CCS The pressure in the inlet manifold varies during cylinder intake process. This is due to change in piston velocity, valve opening area and the unsteady gas flow. This pressure variation has a bearing on the mass of air inducted into the cylinder and hence volumetric efficiency, and is entirely determined by the pressure level in the inlet port just before the closure of inlet valve. The inlet valve closes some 40 to 60 degrees after BDC, i.e. the start of compression stroke. As the inlet valve closes after the start of compression stroke, a reverse flow of fresh charge can occur from the cylinder back into the intake at lower engine speeds, leading to a decrease in volumetric efficiency. At higher engine speeds, as the inlet valve closes, the inertia of the gas in the intake system increases the pressure in the port and facilitates the charging process when the piston slows down around BDC. This effect becomes progressively greater as the engine speed increases. Hence, the scavenging loss is lower at higher speeds and increases as the speed decreases. Efforts to improve the volumetric efficiency at lower engine speeds increase the low speed torque and reduce the smoke level. In the present work, an attempt was made to 199

Method 1 : Improving air flow rate at lower speeds by using Combined Charging System (CCS) : Experience showed that tuning of the inlet manifold cannot be done economically, to improve volumetric efficiency at low engine speeds using first order tuner. A second order resonance system, i.e. Combined Charging System works effectively in

Symposium on International Automotive Technology 2005

closer to the natural frequency of the inlet system, resonance develops. Fig. 2 shows the instantaneous pressures in the resonance manifolds during the period when inlet valve is open, at different engine speeds. High pressures are generated shortly after the inlet valve opens and just before it closes, but these effects are delayed as speed increases. This high pressure developed as the valve closes, increases the mass of the trapped air in the cylinder, hence increases the volumetric efficiency at low and medium engine speeds. Figure 1 : Setup of the Second Order Tuning Resonance System (i.e., Combined Charging System) Fitted on a Turbocharged Engine STUDY OF CCS : An engine of following specifications was considered for the study of CCS.
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utilize the pulsating nature of intake airflow to tune the air-intake system with cylinder induction process in order to improve the volumetric efficiency at lower engine speeds. PHYSICAL PROCESS : The CCS in Fig. 1 consists of two external resonance volumes (resonance manifolds) and two resonance pipes receiving air from turbocharger via damping volume. Three cylinders (1, 3 and 2, which experience the pressure variations out of phase) are connected to one resonance manifold and the other three cylinders (5, 6 and 4) are connected to the second resonance manifold through inlet ports. The intake system is split into two parts according to the firing order (1-5-3-6-2-4), so that the delivery ports of the damping volume experience pressure fluctuations, which are exactly out of phase. The length and cross sectional area of the resonance pipe, the capacity of the resonance volume and the local sound velocity of the boosted air govern the frequency and amplitude of the pressure pulsations, i.e. the natural frequency of the system. When the cylinder intake process frequency is

Model - 6.5 l Light Turbocharged Direct Injection (DI) diesel engine Bore - 107.25 mm, Stroke - 120.8 mm Rated power 98 kW developed at 2400 r/min Max torque 450 Nm at 1600 r/min Mechanically Governed A-type Fuel Pump

The damping volume of CCS was slightly more than the swept volume of the engine and the total resonance volume was close to the swept volume of the cylinders connected. The resonance pipe diameter was slightly larger than the inlet port diameter. The diameter and the length of resonance pipe determine the natural frequency required [3]. a L c V N Nres Ta R c Nres f Area of Resonance Pipe, m2 Length of Resonance Pipe, m Sonic Velocity, m/s Volume, m3 Engine Speed, r/min Resonance Speed, r/min (Speed of the engine at resonance) Manifold Air Temperature, 0C Gas Constant, 285 J / kg / K 1.4 R (273+Ta) (c / No. of Cylinders) 60((a /L)V) Frequency = (c/2) ((a v)/L)

Sample Calculation for Model 1 : c Figure 2 : Pressure Variation in the Intake Manifold with the Resonance System 200 Nres 380.5 m/s 1742 r/min

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Model Resonance volume, l Resonance pipe length, mm Resonance pipe dia, mm Frequency, Hz

1 3.0 500.0 55.0 76.2

2 2.3

3 2.3

800.0 1000.0 60.0 75.0 60.0 66.9

Table - I : System Dimensions in Different Models Three models were designed for study, as shown in Table - I Specification of Resonance System : Three models were arrived at by iterations and observations on actual engine, as shown in the Table-I. Observations on Various Models : The airflow plots allow the resonance speeds to be estimated as shown in Fig. 3 for the three models. Table-II shows actual resonance speeds obtained from the experiments against the calculated ones for various models. Figs. 3 to 5 show the percentage improvement obtained against the conventional manifold with the three models developed as shown in Table-I. Resonance speed (Nres) Model 1 2 3 Calculated 1742 1499 1337 Actual 1900 1600 1400 Figure 5 : Torque for Three Models Figure 4 : Smoke for Three Models

ADVANTAGES OF CCS : Less Pumping Losses : It is interesting to observe that when departing from the resonance speeds, not only the vibration and the amplitude, but the phase position of pressure fluctuations also changes. The vibration and amplitude are closer to the boost pressure values below the resonance speeds and they increase when the boost pressure increases with a small lag. However, above the resonance speeds, when the engine speed increases, cylinder volumetric efficiency decreases due to phase delay. However, at the same time, positive pressure waves are formed which perform work against the piston during the intake stroke. Consequently, pumping loss is also reduced. This effect cannot be seen in any other conventional methods. Matching Turbocharger : The operation with a favorable efficiency of both the turbocharger and engine cannot be set in the whole engine operation speed range-so it is to be decided when the optimum to be sought. An incidental advantage of this system, caused by the 201

Table - II : Resonance Speeds

Figure 3

: Airflow for Three Models

Symposium on International Automotive Technology 2005

Figs. 7 to 12 compare the performance of the conventional manifold and the resonance manifold (based on model 3) tested on the turbocharged diesel engine. The Figs. 7 and 8 show the maximum improvement in torque up to 4% over the operating speed range, with the reduction in smoke up to 50% at the resonance speed as shown in Figs. 9 and 10.

Figure 7

: Comparison of Torque with Conventional and Resonance Manifolds

Figure 6

: Shifting of Operating Lines with Combined Charging System

increase of airflow at lower engine speeds is the movement of the surge lines towards the higher air quantity side. Similarly, at higher speeds, the choke lines moves towards the lower air quantity side. As a result, the engine will work in a narrower area of the compressor map where adiabatic efficiency is higher. Figs. 6 and 7 show the shifting of operating lines away from the Surge and Choking lines (towards the high efficiency zone) for Model 3 resonance system. Evidently, possibilities of matching the turbocharger to the engine are higher. Less Peak Firing Pressure : The oscillation of pressure in the manifold will also have the other effects on the inlet process. Below resonance speed, the minimum vibrations are near the BDC. Therefore lesser pressures are present during valve overlap and vice-versa above resonance speeds. This will increase the amount of scavenging air quantity at higher speeds, leading to lesser peak firing pressure in higher speed range. COMPARISON OF PERFORMANCE WITH CONVENTIONAL AND RESONANCE MANIFOLDS : Model 3 gave optimum performance among the three models. In model 3, volumetric efficiency peaked at around 1400 r/min, which will lead to better torque at lower speeds. 202 Figure 8 : Relative Change in Torque with Resonance Manifold Compared to Conventional Manifold

Figure 9

: Comparison of Smoke with Conventional and Resonance Manifolds

Symposium on International Automotive Technology 2005

Figs. 11 and 12 show the improvement obtained in SFC with the resonance manifold, and it is clear that above the resonance speeds there is no improvement in SFC and it is going in a negative direction, away from the tuning zone and peaked up to 1.2% near the resonance zone. Resonance manifold system of Model 3 shows reduction in emissions (as observed in R-49 emission test cycle) when compared to conventional manifold system due to enhanced airflow.
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Figure 10 : Relative Change in Smoke with Resonance Manifold Compared to Conventional Manifold

From the Fig. 13, the reduction in NOx is due to increased airflow at low speeds and reduced peak cylinder pressure at higher speeds Fig. 14 shows the improvement in HC and CO due to better combustion caused by the resonance manifold

Figure 13 : The Improvement in NOx Obtained with Resonance Manifold. Figure 11 : Comparison of SFC with Conventional and Resonance Manifolds

Figure 14 : Comparison of Other Emission Values Between Conventional Manifold and Resonance Manifold Because of less NOx value, it is possible to advance the injection timing to get the better SFC for the same emission levels.

Figure 12 : Relative Change in SFC with Resonance Manifold Compared to Conventional Manifold 203

Symposium on International Automotive Technology 2005

DISCUSSION : Intercooling is less effective in the low engine speed range as the boost air temperature is very close to that of coolant, and combined charging tuned in this speed range is extremely favorable. At higher speeds, intercooling increases the air density. Hence, the energy and the amplitude level of the pressure vibrations will also increase. As a space saving design, it is possible to use the intercooler as the damping volume of resonance manifold. The main advantage of the CCS is the narrow operating range and better adiabatic efficiency values of the compressor, hence matching of engine and turbocharger compressor improves. There is an increase in airflow at low speeds near the optimized frequency. Hence it is possible to use a bigger turbine housing which meets the maximum required airflow at higher speeds leading to less back pressure. Therefore, fuel consumption can be improved. Similarly, in case of waste-gated turbocharger, the opening of waste-gate can be delayed to reduce the energy losses in the exhaust gases and hence higher fuel efficiency. Further, in this system, there are no moving parts. CONCLUSIONS ON THE PERFORMANCE OF CCS : Based on the laboratory experiments conducted on a six-cylinder four-cycle diesel engine, an optimum resonance manifold system was determined. There is a significant increase in volumetric efficiency up to 6% in the lower speeds. Smoke level is drastically reduced in the lower speed range by up to 25%. There is a reduction in the NOx emissions. Lower cylinder pressure is a reason for NOx reduction. SFC reduction is sustained in the lower speed range by 1.5%. The practical application of this principle depends upon the design and whether the resonance systems can be fitted under the bonnet. A careful and simple design can make it possible to mount this system in the minimum available space. METHOD 2 : IMPROVING SMOKE AT LOWER SPEED RANGE BY INCREASING SWIRL RATIO AT LOWER SPEEDS The designing of engine for high incoming swirl at low speeds would result in even further increase in swirl at higher engine speeds, which is already quite high. This has a few adverse affects, as follows.
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combustion producing high temperatures. NOx is higher when temperatures are high Increasing swirl will result in an increase in heat transfer and thereby loss in the thermal efficiency of the engine

The swirl can be increased by various methods, like suitably designing the port geometry; the entry into the cylinder bore or by changing the area of inlet port entry at various speeds. In the given engine, designed for the required swirl at high speeds, it is needed to increase the swirl at low speeds without permitting the swirl at high speeds to increase beyond the required limits. Hence in the given study, the area of inlet port entry is varied to bring about the swirl increase at low speeds without any design changes in the engine inlet system. CHANGE IN SWIRL BY PARTIALLY OBSTRUCTING ENTRY TO INLET PORT : Assumptions
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Airflow is incompressible The suction stroke occurs only between TDC and BDC Inlet air charge flows through the cylinder inlet ports as a solid body Once the charge follows a particular path due to the partial blockage at the entry, it will continue to follow same path through out the port, generated by the profile kept at the port opening

The swirl intensity is indicated by the angular momentum gained by the air, as it moves through the intake port, which is curved around the center of cylinder bore, Fig. 15. When the airflow at the smaller radius of the cylinder inlet port is blocked to a certain degree, the air has to travel a path of larger radius (r), mainly about the cylinder

At higher speeds, increase in swirl leads to increase in NOx due to the fact that higher swirl produces more homogenous mixture leading to better 204

Figure 15 : Increase in Radius of Airflow Path Due to Port Closure

Symposium on International Automotive Technology 2005

central axis. As a result, the angular velocity (w) also increases. However, there is a slight decrease in mass flow rate, m due to throttling action by the port closure. The decrease in mass flow rate on the other hand is less than the increase in angular velocity. Hence, the angular momentum, mwr 2/2 increases as the port opening is decreased. This leads to an increase in swirl energy in the incoming air. Hence, more the offset (i.e. increase in radius), more will be the helical component of swirl [3]. Thus, higher kinetic energy of the fuel air mixture can be obtained at lower speeds for better combustion, lesser smoke, higher torque and decreased SFC by increasing the swirl of the incoming air. THE SYSTEM : Engine Specifications l 5.7 l Euro II, 122 kW
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are to be evaluated is fitted with the swirl plate arrangement and the system is mounted on the swirl and flow test rig. The swirl ratio and flow coefficient readings were taken for 90%, 80%, 70%, 60% and 50% port openings. The product of swirl number and flow coefficient is directly proportional to the angular momentum of the incoming air and the product of square of swirl number. The flow coefficient is directly proportional to the kinetic energy of air. Engine Response : In the next step, FTP (Full Throttle Performance) testing was done using hydraulic dynamometer, with the above mentioned swirl plate arrangement incorporated in the engine, basically to evaluate the engine on three performance parameters: Torque, Smoke, Specific Fuel Consumption (SFC). The swirl plate was initially kept at 100% open condition, at which the inlet ports were 100% open and the engine was tested for nine speeds from 2400 to 1000 r/min. Torque, Smoke, Specific Fuel Consumption (SFC) values were recorded. Then, the port opening was progressively reduced to 90%, 80%, 70%, 60% and 50% by sliding the plate in front of the inlet port entries and the values of three parameters were recorded for nine speeds in each of the openings. For all the speeds, the percentage changes in the values of all three parameters are calculated for 90% to 50% port openings in steps of 10%. Then, the average values of these percentage changes in three parameters is calculated for four upper speeds (2400, 2200, 1800 and 1600 r/min) and five lower speeds (1500, 1400, 1350, 1200 and 1080 r/min) for developing a two step strategy of opening the port fully above 1600 r/min and below it to close the port to an optimum value. DISCUSSION : From swirl and flow testing data in Fig. 17, it is clear, that swirl ratio rises and then drops as the port opening is decreased. It reaches a maximum value between 70-80% port opening. From Fig. 18, it is clear that there is a gradual decrease in mean flow coefficient with decrease in port opening due to throttling

Bore 104 mm; Stroke 113 mm Turbocharged Inter-cooled Direct Injection Diesel Engine Helical ports

Swirl Plate Arrangement : A stainless steel swirl plate, having the pockets of same size and shape as the inlet port entry of the cylinder head was designed and made to slide in slots in the inlet manifold, butting against the cylinder head. The plate was moved by a shaft joined to its end and passing through the side of the manifold, sealed by O-ring. The sliding of the plate results in the variation of the area of inlet port entry (Fig.16). Swirl and Flow Testing : The swirl and flow characteristics of air passing through the inlet port at various port openings were examined on swirl and flow test rig based on paddle wheel principle [4] of swirl measurement. The design of swirl and flow test rig is such that the flow of air through the inlet port of the cylinder head simulates the airflow in the real engine. The cylinder head of the subject engine, whose ports

Figure 16 : Plate Fitted in the Slots on the Face of Inlet Manifold Butting Against the Cylinder Head 205

Figure 17 : Swirl Ratio vs. Percentage Port Opening

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Speed (r/min) 2400 2200 1800 1600 Figure 18 : Flow Coefficient Vs Port Opening 1500 1400 1350 1200 1080 All speeds 4 upper speeds 5 lower speeds 100% 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 90% 0.0 0.0 0.0 0.0 -11.1 -9.1 0.0 0.0 2.9 -1.9 0.0 -3.5

Port Opening 80% 25.0 -28.6 0.0 20.0 -11.1 -9.1 -7.7 -8.7 -8.6 -3.2 4.1 -9.0 70% 20.0 4.3 0.0 46.0 -11.1 -18.2 -23.1 -9.6 -4.0 0.5 17.6 -13.2 60% 2.5 -24.3 16.0 14.0 -6.7 -11.8 -66.9 -47.8 -8.6 -14.8 2.1 -28.4 50% -3.8 -25.7 -4.0 6.0 -14.4 -12.7 -11.5 -15.2 -5.7 -9.7 -6.9 -11.9

Figure 19 : Angular momentum Vs Percentage Port Opening

Table - III : Percentage change in smoke at various speeds with different port openings compared to 100% port opening

Figure 20 : Kinetic Energy vs percentage port opening

action. Referring to Fig. 19, the angular momentum (proportional to product of swirl ratio and flow coefficient), which is the direct indicator of swirl intensity, is also maximum at 70-80% port opening. Swirl energy is maximum at these openings as shown in Fig. 20. For lower five speeds collectively (i.e. 1080, 1200, 1350, 1400 and 1500 r/min), there is a decrease in average value of percentage changes in smoke (Fig. 21 and Table-III) and SFC (Fig. 22 and Table-IV) and increase in average value of percentage changes in torque (Fig. 23 and Table-V) for all port openings. For upper four speeds (i.e. 1600, 1800, 2200 and 2400 r/min), there is an increase in average values of smoke 206 Figure 21 : Average Change in Smoke at Five Lower Speeds and Four Upper Speeds for all port openings. Refer Table-III to V, Fig. 21 to 23. For upper four speeds, there is an increase in average values of torque and marginal decrease in average values of SFC for all the port openings.

Symposium on International Automotive Technology 2005

Speed (r/min) 2400 2200 1800 1600 1500 1400 1350 1200 1080 All speeds 4 upper 0.0 speeds 5 lower speeds 0.0 100% 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 90% -0.6 -0.7 0.1 0.4 0.0 -3.4 0.6 -5.6 -1.2 -1.2 -0.2 -1.9

Port Opening 80% -0.5 0.5 -0.1 -1.6 -0.8 -3.6 0.0 -5.4 -1.0 -1.4 -0.4 -2.1 70% -0.8 -0.8 -0.6 -0.4 -0.4 -2.4 -0.4 -5.3 -1.1 -1.4 -0.7 -1.9 60% -0.8 0.2 -0.5 -0.8 -0.6 -4.3 -0.2 -5.3 -1.3 -1.5 -0.4 -2.3 50% 0.1 0.0 -0.3 -0.1 0.0 0.9 0.4 -5.0 0.0 -0.4 -0.1 -0.7 Figure 22 : Average Change in SFC at Five Lower Speeds and Four Upper Speeds

Table - IV : Percentage Change in SFC at Various Speeds with Different Port Openings Compared to 100% Port Opening Speed (r/min) 2400 2200 1800 1600 1500 1400 1350 1200 1080 All speeds 4 upper speeds 5 lower speeds 100% 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 90% 0.6 1.0 0.8 0.9 1.8 2.4 2.6 2.7 1.7 1.6 0.8 2.2 Port Opening 80% 1.2 1.5 2.0 3.4 3.4 3.7 2.5 2.2 0.3 2.2 2.0 2.4 70% 1.4 1.7 1.8 1.7 2.3 2.4 4.0 2.7 1.5 2.2 1.7 2.6 60% -0.2 -0.1 1.3 1.2 1.8 3.8 2.2 2.0 1.6 1.5 0.5 2.3 50% -0.1 0.5 0.9 1.0 1.2 -0.7 1.3 1.4 0.0 0.6 0.6 0.6 Figure 23 : Average Change in Torque at Five Lower Speeds and Four Upper Speeds INTERPRETATION : The effect of variation in port openings is more predominant at lower speeds as compared to higher speeds. This was quite expected, since the improved swirl-energy at lower speeds is leading to better mixing and combustion at these speeds. Decrease in smoke and SFC as well as increase in torque is high, when port opening is between 70-80%. PROPOSED STRATEGIES : 1. The port closure to any degree is not advisable at higher speeds. This is due to an increase in average values of smoke at higher speeds for all port openings, (though we have some increase in torque and decrease in SFC) as drop in airflow is very high. Hence, 100% port opening is chosen at higher speeds, above 1500 r/min. The optimum port closure would be at lower speeds 207

Table - V : Percentage Change in Torque at Various Speeds with Different Port Openings Compared to 100% Port Opening

Symposium on International Automotive Technology 2005

Speed (r/min) 2400 2200 1800 1600 1500 1400 1350 1200 1080 All speeds 4 upper speeds 5 lower speeds 100% 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 90% 0.0 0.0 0.0 0.0 -11.1 -9.1 0.0 0.0 2.9 -1.9 0.0 -3.5

Port Opening 80% 25.0 -28.6 0.0 20.0 -11.1 -9.1 -7.7 -8.7 -8.6 -3.2 4.1 -9.0 70% 20.0 4.3 0.0 46.0 -11.1 -18.2 -23.1 -9.6 -4.0 0.5 17.6 -13.2 60% 2.5 -24.3 16.0 14.0 -6.7 -11.8 -66.9 -47.8 -8.6 -14.8 2.1 -28.4 50% -3.8 -25.7 -4.0 6.0 -14.4 -12.7 -11.5 -15.2 -5.7 -9.7 -6.9 -11.9

Speed 2400 2200 1800 1600 1500 1400 1350 1200 1080 Table-VII

Optimum port opening based on minimization smoke at different speeds 100% 100% 100% 100% 75% 70% 60% 60% 60% : Optimum Port Openings at Different Speeds for Minimum Smoke

Strategy 2 : Ports 100% open for all speeds above 1500 r/min and at lower speeds; those port openings are adopted at which the smoke is minimized at the corresponding speeds (Table-VII). RESULTS OF THE STRATEGIES : Strategy 1 may be used if balanced favorable change is intended for all three parameters-Smoke, Torque and SFC. This is because it leads to appreciable decrease in smoke, increase in torque and decrease in SFC (Table-VIII to X and Figs. 24 to 29).
Speed Original Strategy Strategy Change by Change by (r/min) 1 2 Strategy 1 Strategy 2 (%) (%)

Table - VI : Percentage Change in Smoke Values at Different Port Openings with Respect to 100% Port Opening at Various Speeds 2. It can be concluded that at all lower speeds, less than 1500 r/min, favorable change in smoke, torque and SFC is obtained at a port opening of 75% since:
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1080 1200 1350 1400 1500 1600 1800 2200 2400

35.0 23.0 13.0 11.0 9.0 5.0 5.0 7.0 8.0

32.8 20.9 11.0 9.5 8.0 5.0 5.0 7.0 8.0

32.0 12.0 4.3 9.0 8.0 5.0 5.0 7.0 8.0

-6.3 -9.1 -15.4 -13.6 -11.1 0.0 0.0 0.0 0.0 -11.1 -6.2

-8.6 -47.8 -66.9 -18.2 -11.1 0.0 0.0 0.0 0.0 -30.5 -17.0

The decrease in smoke for five lower speeds is highest between 70-80% port opening (13.2% at 70% port opening and 9% at 80% port opening, Table-VI. In this table the readings in bold indicate the port opening chosen for that particular speed on account of minimization of smoke at that speed The increase in torque is highest between 7080% port opening (2.6% at 70% port opening and 2.4% at 80% port opening), Table-V The decrease in SFC is also maximum between 70-80% port opening (1.9% at 70% port opening and 2.1% at 80% port opening), Table-IV Two strategies are possible for port closing to maximize the engine performance :

Improvement at lower speeds Total improvement considering all speeds

Original : Ports 100% open at all speeds Strategy 1 : Ports 100% open at speeds above 1500 r/min and 75% open at speeds less than 1500 r/min.

Table- VIII : Improvement in Smoke Values with Two Strategies 208

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Speed Original Strategy Strategy Change by Change by (r/min) 1 2 Strategy 1 Strategy 2 (%) (%)

1080 1200 1350 1400 1500 1600 1800 2200 2400

457.2 493.0 523.4 525.1 540.3 542.0 535.9 513.4 472.1

461.4 505.1 540.5 541.1 555.6 542.0 535.9 513.4 472.1

464.4 503.0 535.0 537.8 555.6 542.0 535.9 513.4 472.1

0.9 2.4 3.3 3.1 2.8 0.0 0.0 0.0 0.0 2.5 1.4

1.6 2.0 2.2 2.4 2.8 0.0 0.0 0.0 0.0 2.2 1.2

Whereas if the reduction of smoke is to be focused upon, it would be more appropriate to follow Strategy 2, because in this case, there is large decrease in smoke but the increase in torque and decrease in SFC are a bit less (Tables-VIII to X and Figs. 24 to 29).

Improvement at lower speeds Total improvement considering all speeds

Figure 24 : Improvement in Smoke Curves with Two Strategies

Table - IX : Improvement in Torque Values with Two Strategies

Speed Original Strategy Strategy Change by Change by (r/min) 1 2 Strategy 1 Strategy 2 (%) (%)

1080 1200 1350 1400 1500 1600 1800 2200 2400

214.7 217.5 203.7 209.6 203.1 204.0 206.0 207.7 218.0

212.4 205.9 203.3 203.4 201.8 204.0 206.0 207.7 218.0

211.9 206.1 203.2 204.7 201.8 204.0 206.0 207.7 218.0

-1.0 -5.4 -0.2 -3.0 -0.6 0.0 0.0 0.0 0.0 -2.0 -1.1

-1.3 -5.3 -0.2 -2.4 -0.6 0.0 0.0 0.0 0.0 -2.0 -1.1 Figure 25 : Percentage Change in Smoke with Two Strategies with Respect to Original at Different Speeds

Improvement at lower speeds Total improvement considering all speeds

Table - X : Improvement in SFC Values with Two Strategies

Figure 26 : Improvement in Torque Curves with Two Strategies 209

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CONCLUSIONS FOR THE TWO STEP SWIRL STRATEGY : Strategy 1 : The improvement considering all speeds is as follows:
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Decrease in smoke by 6.2% Increase in torque by 1.4% Decrease in SFC by 1.1%

Strategy 2 : The improvement considering all speeds is as follows :

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Decrease in smoke by 17% Increase in torque by 1.2% Decrease in SFC by 1.1%

Figure 27 : Percentage Change in Torque with Two Strategies with Respect to Original at Different Speeds

The sliding of the swirl plate in the inlet manifold should be made frictionless. Its movement must be automated or actuated by accelerator pedal. The mode of increase in swirl at lower speeds can be further refined by experimenting with openings of different shapes and sizes in swirl plate. CONCLUSIONS The rotating machine like the turbocharger cannot be matched exactly with a reciprocating diesel engine throughout the operating speed range. The system delivers very low airflow in lower speed-range and more than required at higher speed range. The combined charging system enables a better match of the two systems, by increasing the flow at lower speeds and decreasing it at higher speeds. The second method of increasing the radius of admission of air in the port is by an obstruction plate which on the other hand, increases the swirl. When the kinetic energy of the spray is very less at low speeds in conventional jerk type diesel-injection systems, this technique of improving swirl enables better combustion. Combining both the methods, substantial advantage can be realized at lower speed range in smoke and torque. The obvious benefit is improved drivability. ACKNOWLEDGEMENTS The authors are grateful to Mr. J Sekar and Mr. Fernandez of Vehicle Engineering for manufacturing the CCS system. They are thankful to Ashok Leyland for allowing them to publish this paper.

Figure 28 : Improvement in SFC Curves with Two Strategies

Figure 29 : Percentage Change in SFC with Two Strategies with Respect to Original at Different Speeds

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Symposium on International Automotive Technology 2005

REFERENCES 1. Watson, N. and Janota, M. S., Matching and Performance Calculations, Turbocharging the Internal Combustion Engine, Fluid Dynamic Institute, Dartmouth College, New Hampshire, USA and Imperial College, London, 1979 Brands, M. C., Helmholtz Tuned Induction System for Turbocharged Diesel Engine, SAE paper 790 069 (SP79/442) Gale F. Nigel , Diesel Engine Cylinder Head Design: The Compromises and Techniques by South-west Research Institute, San Antonio, Texas. International Congress and Exposition, Detroit, Michigan, February 26-March 2, SAE Paper 900133, 1990 Thien, G. E., Entwicklungsarbeiten an Ventilkanaelen Von Viertakt_Dieselmotoren (Valve Port Development of Four-Stroke Diesel Engines), Oesterreichische Ingenieurzeitschirft 8/9, 1965 Cser, G., Some Results of Combined Charging Application, Turbocharging and Turbochargers Conference, Inst. Mech. Engrs., London, paper C64/ 78, 1978

CONTACT Dr. P. A. Lakshminarayanan Head, Engine R&D Ashok Leyland 175, Sipcot Industrial Complex, Hosur - 635 126 Tamilnadu, India Tel. : 04344 - 277489 E-mail : pal.alh1@ashokleyland.com

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