860029

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860029
Cylinder Pressure Data Acquisition
and Heat Release Analysis
on a Personal Computer
T. K. Hayes
and l. D. Savage
University of Illinois
at Urbana--Champaign
S. C. Sorenson
Technical University
of Denmark
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ISSN 01487191
Copyrighl1986 Society of Automotive Engineers, Inc.
860029
Cylinder Pressure Data Acquisition
and Heat Release Analysis
on a Personal Computer
T. K. Hayes
and L. D. Savage
University of illinois
at Urbana-Champaign
S. C. Sorenson
Technical University
of Denmark
ABSTRACT
The availability and low price of
personal computers with suitable interface
equipment has made it practical to use such
a system for cyl inder pressure data acqui-
sition. With this objective, procedures
have been developed to measure and record
cylinder pressure on an individual crank
angle basis and obtain an average cylinder
pressure trace usi ng an App 1e I[ Pl us
personal computer. These procedures as well
as methods for checking the quality of
cylinder pressure data are described. A
simplified heat release analysis technique
for an approximate first look at the data
quality is presented. Comparisons are made
between the result of this analysis, the
Kri eger-Borman heat release analys is wh i ch
uses complete chemical equilibrium. The
comparison is made to show the suitabil ity
of the simplified analysis in judging the
quality of the pressure data.
One of the most useful tools in engine com-
bustion research is the analysis of pressure
time histories for determination of the ap-
parent rate of heat release. Some initial
efforts in this line were those by
Schwietzer (1)* and Austen and Lyn (2). The
most significant work was that by Krieger
and Borman (3), which coupled the heat re-
lease analysis concept to detai led chemical
equilibrium properties using a high-speed
digital computer. Their work forms the
basi s for a 1arge port ion of the heat re-
lease analysis performed with engines to-
day.
Average pressure traces of 100 to 300
consecutive engine cycles have traditionally
been used as an input to heat release pro-
grams. This has often been performed using
FM tape recorders and digitizers which oper-
ated at reduced speeds. Developments in
data acquisition technology has made it pos-
sible to el iminate the tape recorder from
the process and acquire data directly into a
computer.
The personal computer or any computer
which can be solely dedicated for acquiring
data, is a useful instrument for internal
combust i on eng i ne research. The output of
the personal computer dedicated to the test
cell, can be transferred to a multi-user
mainframe computer for detailed engine anal-
ysis. This is attractive from an educational
viewpoint since it makes it possible to per-
form data acqui s it ion and graphi ca1
presentation of data in a location near the
test cellon a single, inexpensive machine.
It is the purpose of this paper to des-
cribe the application of a personal computer
to the acquisition of instantaneous cylinder
pressure data and a simplified heat release
calculation used to diagnose the qual ity of
the pressure data. The results of this
simplified analysis are compared to the re-
sults obtained from the comprehensive anal-
ysis made using the Krieger-Borman method
with complete chemical eqUilibrium. This
was done to jUdge the suitabil ity of the
simple heat release analysis.
EXPERIMENTAL APPARATUS
The engine used for obtaining the
cylinder pressure data was a Case Model
IBBD, 4-cyl inder, four-stroke direct injec-
tion diesel engine. Engine specifications
are given in Table 1. The engine was equip-
ped with an AVL Model BQP5DOca water-cooled,
piezoelectric pressure transducer, the sur-
face of which was coated with RTV rubber to
reduce possible effects from radiant heat
transfer (4). The transducer charge was
converted to a voltage by a Kistler Model
01487191/86/0224-o029S02.50
Copyright 1986 Society of Automotive Engineers, Inc.
2
Table 1 Engine dimensions and
operating conditions
504 charge amplifier. The output of this
unit was routed through a simple voltage
offset circuit to ensure that the pressure
signal voltage was always positive, before
going to the A/D card.
The injection line pressure was
measured with an AVL Model 41DP500K strai n
gage pressure transducer. Thi s unit was
mounted in the injection 1ine approximately
10 cm from the injection nozzle. The strain
gage output was run through a signal amp-
lifier and then routed to the A/D card.
The computer used was an Apple II plus
with 48 kilobytes of internal memory and one
disc drive. In addition to the internal
memory, the computer was fitted with a
Saturn System 128 ki lobyte extended memory
card. This was used to store the disc
operating system software and released
approximately 10 kilobytes of internal
memory, allowing more room for programming,
data storage, and graphics display.
The analog pressure signals were
digitized with a 16-channel Interactive
Structures Corporation Model AI-l3, 12 bit
A/O converter. It occupied a backplane slot
in the computer and had a trigger feature
which allowed a single A/D read to be syn-
chroni zed wi th an external event. The A/O
unit had a conversion time of 20 micro-
seconds which corresponds to a maximum data
acquisition rate of 50 kHz. When binary
software was added to arm, read, and store
the data from the card, the maximum data
acquisition rate dropped between 16 and 17
kHz with the Apple II Plus computer.
The external triggering timebase was
provided by a B.E.I. optical shaft en-
coder. This unit was mounted on the front
of the crankshaft and provided a TTL signal
for every degree of engine rotation. A
second channel on the encoder provided a
single TTL signal per encoder revolution.
This was orientated with top-dead-center of
the instrumented cyl inder to correlate the
pressure data with cylinder volume.
Bore
Stroke
Displacement
Compression ratio
Speed
Brake mean effective pressure
Intake pressure
Coolant temperature
Oil temperature
96.4 mm
104.8 mm
3.0B liters
16.5:1
1800 rpm
50-600 kPa
760 mm Hg
82"C
71 "C
DATA ACQUISITION PROGRAM
A simple flowchart of the data acquisi-
tion program is shown in Fig. 1. At the
start of the program, the engine volumes and
volume derivatives as functions of crank
angle were read into the program from mag-
netic disc. This saved computational time
during the heat release section of the pro-
gram. The output file name as well as en-
gine speed, load, and intake manifold pres-
sure were entered at the start of the data
acquisition run.
A machine language subroutine was used
to arm, read, and store the data from the
A/D card. This sUbroutine was written in
machine language in order to achieve the
necessary speed to acquire data at each
crank angle. The computer had limited ran-
dom access memory and it was not possible to
store all of the pressure records for later
sorting and averaging. Consequently, the
machine language sUbroutine used a procedure
for calculating an "on-the-fly" average
pressure time history. This subroutine in-
volved several steps:
Load Vol, dVOL/da
From Disc
V
Set Output File Name
Load, Speed, and Intake
Manifold Pressure
~
Call Binary
Data Acquisition
Program
i
Read Data from
Memory and Reference
Cylinder Pressure
i
Run Simple
Heat Release
~
Graph Heat
Release Curve
~
NO to
Yes loutput I
Disc
Figure 1 Cylinder Pressure Data
Acquisition Program Flowchart.
3
1. Uniform properties throughout the
combustion chamber.
4. Constant and equal wall temperature
for all surfaces.
2. Specific heat of air, a function of
temperature.
3. Heat transfer to the wall modeled
by a uniform heat transfer coef-
ficient.
chemi ca1 of
of combustion are simulated
equivalent heat transfer
Effects
by an
rate.
No dissociation
species.
5.
6.
HEAT RELEASE ANALYSIS
A simple heat release model based on a
first law of thermodynamics analysis without
chemical equilibrium (5) was used in the
data acquisition program. A short program
run time and low internal memory usage
dictated this model's simplicity. It was
used to diagnose the quality of the cylinder
pressure data before moving to the next data
point; it was not for a final detailed anal-
ysis of the combustion process. The follow-
ing assumptions were made in the model:
After exiting the subroutine, the bi-
nary data was read into the main program and
converted to pressures. The piezoelectric
pressure transducer measures relative pres-
sure changes and the cylinder pressure must
be referenced to a known pressure. In this
case the intake manifold pressure was used
as the reference value. The cylinder pres-
sure 40 degrees before the end of the intake
stroke was set equal to the intake manifold
pressure. When the cyl inder and injection
1i ne pressures were read into the main pro-
gram, the heat release section was run and a
heat release diagram was produced. This was
used as an indication of the qual ity of the
pressure data.
At the same time, maximum cylinder
pressure, rate of pressure ri se, and thei r
locations were determined. The start of in-
jection was determined from the 1ine pres-
sure data. The normally accepted procedure
is to use needle 1ift measurements to de-
termine the start of injection, but this
proved to be impractical due to instrumenta-
tion problems with the particular injectors
used. After examining the heat release
curve, a decision was made to store the
pressure data permanent lyon magnet i c di sc
or to retake the data at the same test
poi nt. The execut ion time of the program
from the start of the data run to the output
of the heat release curve was approximately
two minutes.
4. Replace the new sum in the appro-
priate memory location.
2. Recall the stored sum of the pres-
sures for that given crank angle.
3. Add the current pressure to the
previous sum.
There were two 1imitat ions encountered
in this procedure. The first was the time
required for the AID card to make the
measurement. The second limitation en-
countered was the amount of time requ ired
for the computer to execute the program
steps for the above procedure or the soft-
ware limitation. For the current applica-
tion, the total time required to acquire and
process the measurement and get ready for
the next measurement 1imited the data
acqui sition procedure to a speed of approx-
imately 2000 rpm for the measurement of one
data channel at intervals of one crank angle
degree. Should the engine exceed the speed
defined by these limitations, the results
would be obvious since the data would be
acquired at every other crank angle. The
speed 1imitations are dependent on the
particular type of computer and AID con-
verter used.
It was possible to achieve further in-
creases in maximum engine speed using a pro-
cedure by which measurements were taken for
one cycle and stored but not averaged until
a complete engine cycle had been measured.
Oata acquisition was then interrupted for
the next cycle while the results from the
last cycle were added to the stored, summed
results from all of the previous cycles.
With this procedure, the limiting engine
speed could be increased to approximately
2700 rpm.
This results in an increase in speed
for the acquisition process since it reduces
the number of calculations performed before
the computer is ready to receive the next
pressure value. It does have the dis-
advantage that the results are not taken for
consecutive cycles. If the engine is
stable, this should not present a statis-
tical problem if cyclic variations are to be
distributed according to a normal distribu-
tion.
5. Advance the crank angle counter in
the program.
6. Repeat the procedure for the next
crank angle.
7. At the end of the entire data
acquisition process, divide each of
the sums by the number of cycles.
1. Measure the pressure when triggered
by the signal from the crank angle
transducer.
4
1. Engine rpm,
2. An experimental cyl i nder pressure
history, and
Under these assumpt ions, the fi rst 1aw
of thermodynami cs can be solved for the ap-
parent heat release rate:
Q _V_ dP + -1.- P dV _ Q (1)
app = y - 1 de y - 1 de w
3. An estimate of the initial mass in
the combustion chamber.
The initial mass in the chamber was cal-
culated using the ideal gas law with the
temperature of the air at 350 Kat the clos-
ing of the intake valve. This assumption
was used for all engine loads.
(4)
0.488256T
2
1 x 10
6
0.005701327T
4
j
R
1 x 10
12
{3 04473 + 1.33805T
1000
for T > 1000 K
+ 0.0855475T
3
1 x 10
9
1. Engine RPM.
2. A homogeneous mixture of air and
combustion products.
3. 8urning takes place incrementally
and was modeled as a uniform heat
addition.
1. Thermodynamic equilibrium at each
crank angle.
where T = temperature (OK) and R=universal
gas constant (KJ/Kmol).
KRIEGER AND 80RMAN HEAT RELEASE ANALYSIS
I ~ order to determine its suitability,
the Slmple Heat Release Analysis was Com-
pared to a more comprehensive model based on
the Krieger and 80rman Method (3). This
program was run on a CDC CY8ER 175 com-
puter. The following assumpt ions were used
in this model:
2. An experimental cylinder pressure
history.
3. Combust i on chamber surface temper-
ature.
4. All of the fuel was convertei to
products of combustion.
5. Heat transfer to the combustion
chamber walls was modeled by a uni-
form heat transfer coefficient.
6. Constant and steady combustion
chamber wall temperatures.
This heat release program, which was
~ r i t t e n by Faletti (8) had the option of us-
lng either the Woschni or the Eichelberg
Heat Transfer Correlations. The Eichelberg
Correlation was chosen in order to make a
comparison with the simple heat release out-
put.
This program requires several inputs
prior to execution:
(3)
(2)
}R
( _ CP _ )
C - R
P
y
1.33736T + 3.29421T
2
1000 1 x 10
6
1.91142T
3
+ 0.275462T
4
1 x 10
9
1 x 10
12
{3.6359 -
for T < 1000 K
where P = cylinder pressure, Q
app
=apparent
heat transfer (release) rate, Q
w
= heat
transfer to the gas from the wall, V =
cylinder volume, y = specific heat ratio,
and e =crank angle degree.
This equation can be solved using
measured cylinder pressure and rate of pres-
sure change calculated from the experimental
data along with cylinder volume and rate of
change of cylinder volume as calculated from
the slider crank equation. The equations
for the specific heats are given below (7):
The Eichelberg correlation was used to
model the heat transfer to the combustion
chamber surface (6). The combustion chamber
was assumed to be 450C and the heat trans-
fer area was calculated assuming a cylin-
drical disc for the combustion chamber. The
following inputs were required for the
simple heat release model:
4. Initial mass and composition in the
combustion chamber.
5
The mass burning rate curves in Fig. 2
for a BMEP of 50 KPa show that both models
indicate the injection and vaporization of
the Diesel fuel as shown by the dip in the
curve before the start of combustion. Both
models predict the same point for the start
of combustion. During the premixed phase of
combustion the simple model indicates higher
mass burning rates by 29 percent, and that
this phase of combustion OCCUrs for a longer
period of time. The simple model under-
predicts the Krieger and Borman model during
the diffusion controlled combustion.
The fraction of mass burned curves for
a BMEP of 50 kPa, Fig. 3 indicates that the
simple model predicts a higher fraction of
the mass burned during premixed combus-
tion. The lower mass burning rates observed
during the diffusion burn in Fig. 2 cor-
respond to the fact that the simple model
predicts only 90 percent of the mass
burns.
360. 380. 400.
Cronk Angle (Deg.)
Bmep= 50 Kpa
--Simple lAIr
- - Krieger 6, Barmen
\
\
j
I

-
-""""
'20
0.00
-,Oe:
340.
0.10
0.08
0.04
0.02
o.eo
0.18
O.HI
0.14
0.12
1. The Krieger and Borman model used
the initial cylinder mass obtained
from a Diesel engine simulation.
The simple model used a rough est-
imate for the initial mass.
RESULTS
The major differences between the two
heat-release models were:
The combustion chamber surface temper-
ature was estimated to be 450C for all
cases. This was the value used in the
simple analysis. The initial mass and com-
position in the cylinder was found using a
complete Diesel simulation which included
intake and exhaust effects (9).
The computer program calculated the
equil i bri um thermodynami c properti es of the
mixture in the combustion chamber at each
crank angle. This program differed from the
original by Krieger and Borman in that the
equilibrium composition of combustion
products were calculated with a subroutine
developed by Strehlow (10) and the thermo-
dynamic properties of the mixtures were cal-
culated with a subroutine developed by
Savage (11). These subroutines were used
instead of the curve fits developed by
Krieger, Borman and Dlikara (12).
2. The Kri eger and Borman model i n-
cludes dissociation and complete
chemistry while the simple model
used air as the working fluid.
Both models had the following points in
common:
1.
2.
The Eichelberg Heat Transfer Cor-
relation.
450C combustion chamber surface
temperature.
Figure 2 Comparison of Normalized Mass
Burning Rates at a BMEP of
50 kPa. The Simple Heat Release
Model using an Assumed Initial
Mass.
0.4
Bmep= 50 Kpo
--Slmplll I Atr
- - Krloger 6' Borman
Comparison of the Fraction of
Mass Burned Curves at a BMEP of
50 kPa. An Assumed Initial Mass
was used in the Simple Heat
Release Model.
J

340, 3150. 360. 400. 420.
Crank Angle (Deg.)
1.0
--
--
Figure 3
c
.2
b o.e
o
'-
u..
1$
c
5 0.8
en
Noting these points a comparison of
both heat re1ease models was made to de-
termine the validity of the simple method as
a tool to evaluate the quality of the
experimental pressure data.
Figures 2 through 7 show the comparison
of the heat release models. The apparent
heat release rate was normalized by dividing
it by the mass of fuel injected per cycle
and the lower heating value of the fuel. It
is plotted in Figs. 2, 4, and 6 as a
normalized mass burning rate. The mass
burning rate curves were numerically in-
tegrated using the trapezoidal rule to pro-
duce the fraction of mass burned curves
shown in Figs. 3, 5, and 7.
3. The same experimental cylinder
pressure data.
6
0.20
0.18
0.16
0.14
0,12
0.10
At a BMEP of 600 kPa, Fig. 6, both
models again show fuel vaporization and the
same start of combustion. The simple model
predicts 47 percent higher mass burning
rates and a longer duration for premixed
combustion. The simple model predicts
higher initial burning rates during the dif-
fusion controlled combustion but the two
models come in closer agreement towards the
end of the diffusion combustion. These
facts are also shown in Fig. 7 where it is
evident that the simple model over predicts
the heat released since the fraction of mass
burned approaches one well before combustion
is complete.
The initial mass in the cylinder ob-
tained from the engine simulation in the
Krieger and Borman analysis was used in the
simple analysis. This was done to determine
the effect of the rough estimate of the in-
itial mass on the output of the simple
method. Figures Band 9 show the results of
changing the initial mass.
0.08
0,05 \
i 0.0' ....... '"
6 0.02 ) \....: -..!.......
o 0.00 1=,...,."----

340. 360. 380. 400. 420.
Cronk Angle (Deg.)
u
o
....
Bmep= 300 Kpo
--Simple /p.!r
- - Krlcgor 6: Borman
0.08
0.10
0.04
0.02
0.20
0.18
0.115
0.14
0.12 1\
1\
\

I -----::::::="""=;e.,.=--i
0.00 A=--= =.-'-- ---
-.01!
340. 360. 380. 400. 420.
Cronk Angle (Deg.)
Figure 4, the mass burning rate for a
BMEP of 300 kPa indicates both models pre-
dict the injection and vaporization of the
Oiesel fuel, as well as the same start of
combustion. The simple model predicts 44
percent hi gher burni ng rates, and a longer
duration for premixed combustion. Both
models predict equal mass burning rates for
diffusion controlled combustion.
At 300 kPa, the fraction of mass burned
curves, Fig. 5, the simple model predicts a
higher percentage of the mass consumed in
the premix phase. The simple model greatly
over predicts the heat released as the shown
by the fact that the fraction of mass burned
curve reaches a value of one before combus-
tion is complete.
Mass.
Mass.
1.0
1.0
---
-0
---
-0
---
--- '"
---
'" --
c
./
c ./
....
0.8
....
/
;;)
/
;;)
0.8
co
co
/
III
/
III
III
0,_
/
III
0.6 - /
0
0
::;;
/
::;;
/
""
0,4
(
""
0.' I 0
0
c
r
c '/
0
Bmep= 300 Kpo .2 Bmep= 600 Kpo
+= o,e
r
0

o.e
--SImp!" I Air
0
--SImple I AIr
0
- - Krloger 6 Borman
0
- - Krloger &. Borman
....
....
1 "-
0,0
"-
0.0
340. 360. 380. 400. 420.
340. 360. 380. 400. 420.
Crank Angle (Deg.) Crank Angle (Deg,)
Figure 5 Comparison of the Fraction of
Figure 7 Comparison of the Fraction of
Release Model.
Re 1ease Mode 1.
o.eo
1.0
Bmep= 50 Kpa
"0
~ 0.18
<l)
0>
--Simplo lAIr
C
<l)
0.1lS
"-
a
- - Krlogor 6: Bormen
"
0.8
"
0.14
Cll
rl
~
0.12
Ul
Ul
0.'
Ii
0
0
0.10
::;;
a
0.08
I
"
"-
~ 0
0,4
;,;
0.06
l ::;;
0.04
C
"
L
0
::;;
}
:;::
OJ!
0.02 0
~
0
a
0.00 :::-- .
"-
-.02
u..
0.0
340. 3150. 380. 400. 420.
340.
Crank Angle (Oeg,)
(a)
a.eo 1.0
0.18
Bmep= 300 Kpa
"0
~
<l)
0> --Simplo lAIr
C
<l)
O.1e
- - Krlogllr 6: Borman
"-
0.8
a
"
"
0.14
Cll
rl
~
O.1e
Ul
Ul
0.8
0.10
0
U
1\
::;;
a
0.08
"
"-
~
0.06
0
0,4
::;;
0.04
\.
C
"
I)
0
::;;
0.02
Ii
:;::
0.'
~
0
a
0.00
0
"-
-.oe
u..
0.0
340. 3150. 380. 400. 420. 340.
Crank Angle
(Deg,)
(b)
Bmep= 50 Kpa
--Simplo I Air
- - KrlOllor & Barmen
3150. 380. 400. 420.
Crank Angle (Oeg.)
(a)
Bmep= 300 Kpa
--Simplo I Air
- - KrlOllor 6: Borman
3lS0. 380. 400. 420.
Crank Angle (Oeg.)
(b)
7
Bmep= 600 Kpa
--Simple lAir
- - Krlogllr 6 Borman
.
11.
j
}
l
- -
.
- -
o.eo
0.16
0.16
0.14
0.12
0.10
0.08
0.06
0.04
0.02
0.00
-.02
340. 3150. 380. 400.
Crank Angle (Oeg.)
(e)
420.
1.0
..-,;
"0
--=
'"
- c /:
"-
0.8 /,
" Cll
h
Ul
;; Ul
0.'
0
::;;
;;
"-
0.' I'
0
c
,1
.2 Bmep= 600 Kpa
~
0.'
0
--Slmplll I Air
0
'-
- - Krloger & Barmon
u..
0.0
340. 360. a80. 400. 420.
Crank Angle (Oeg.)
(e)
Burning Rates at Various BMEPs.
Both Heat Release Models using
the Initial Mass from an Engine
Simulation.
Figure g Comparison of the Fraction of
Mass Burned Curves at Various
BMEPs. Both Heat Release Models
using the Initial Mass from an
Engine Simulation.
The mass burning rate curves, Figs.
8a,b,c, shOl' very good qual itative and
quantitative agreement between the
methods. At all loads, the Krieger and
Borman method pred i cts slightly hi gher mass
burning rates during the initial phase of
the premixed combustion. At all loads, both
methods predict the same burning rates dur-
ing the diffusion controlled combustion.
The fraction of mass burned curves,
Figs. 9a,b,c, show that the Krieger and
Borman method predicts a higher fraction of
the mass burned during premixed combus-
tion. The fraction of mass curves from the
simple analysis do not vary more than 4 per-
cent from the Krieger and Borman results.
DISCUSS ION
The results show that qualitatively the
simple model agrees well with the more com-
prehensive Krieger and Borman model. The
simple model over predicts the heat release
rates for premixed combustion at all loads,
and at loads of 300 and 600 kPa over pre-
dicted the total energy released.
The simple model does indicate the cor-
rect start of combustion as well as the ef-
fects of fuel vaporization. It also shows
the progression from mainly premixed combus-
tion at low loads to a combination of pre-
mixed and diffusion controlled combustion at
high loads as expected with a Diesel
engine.
The major difference between the simple
and Krieger and Borman models aside from
chemistry and dissociation was the estimate
of the initial mass in the system. A rough
estimate was used instead of a engine simu-
lation in order to reduce the program run-
ning time. Judging from the results ob-
tained by substituting the initial mass from
the engine simulation into the simple anal-
ysis, a better method for predicting the in-
itial mass in the system should be investi-
gated.
CONCLUSIONS
The results presented indicate that a
personal computer can be used to acquire
single degree pressure data from low speed
Diesel engines. The simple heat release was
shown to be a good diagnostic indicator for
the quality of the cylinder pressure data.
The heat release model appears to be as good
an indicator of cylinder pressure errors as
the logarithmic pressure-volume diagram pro-
posed by Lancaster (4). This computer sys-
tem with its apparent heat release analysis
diagnostic can be used to obtain a signif-
icant amount of data at a relatively low
price. In summary:
1. Procedures have been developed to
acquire cycle averaged cylinder
pressure, or other cyclic engine
measurements on a personal computer
of a small size.
2. A simplified heat release analysis
for diesel engines using the tem-
perature dependent specific heats
of air has been shown to be an ad-
equate method of evaluating the
quality of the cylinder pressure
data.
3. The heat release analysis is sens-
itive to the values of initial
cylinder mass and residual frac-
tion. Improved methods for
estimating these quantities need to
be developed. These methods must
be in a form compatible with the
capabi 1iti es of the personal com-
puter to be used ina mOre
quantitative manner.
ACKNOWLEDGMENTS
This work was supported by the Illinois
Department of Energy and Natural Re-
sources.
REFERENCES
1. SChwietzer, P., "The Tangent Method of
Analysis of Indicator Cards of Internal
Combustion Engines," Bulletin No. 35,
Penn State Univ., Sept. 1926, as refer-
enced in Obert, E. F., Internal Combus-
tion Engines, Harper and Row Publishers,
New York, 1973.
2. Austen, A. E. W., and W. 1. Lyn, "The
Appl ication of Heat Release Analysis to
Engine Combustion StUdy," CIMAC, p.
1067, 1962.
3. Krieger, R. 8., and G. L. Borman, "The
Computation of Apparent Heat Release for
Internal Combustion Engines," ASME Paper
66-WA-DGP-4, 1966.
4. Lancaster, D. R., R. B. Krieger, and J.
H. Li eni sch, "Measurement and Analys i s
of En9ine Pressure Data," SAE Trans-
actions, Vol. 84, p. 155, 1975, Paper
750026.
5. Sorenson, S. C., "Simple Computer
Simulations for Internal Combustion
Engine Instruction," International
Journal of Mechanical Engineering Educa-
tion, Vol. 9, p. 237, 1981.
6. Eichelberg, G., "Some New Investigations
on Old Combustion Engine Problems,"
Engineering, Vol. 148, p. 463, 1939.
7.
12. C. Olikara, and G. L. Borman, "A Com-
puter Program for Calculating Properties
of Equi 1ibrium Combustion Products with
Some Applications to I.C. Engines," SAE
Paoer 750468. 1975.
11. Savage, L. 0., Jr., "PROPSI-A Subprogram
for the Calculation of Thermodynamic and
Transport Properties of Common Gaseous
Mixtures," Report UILU ENG 77 401, Uni-
versity of Illinois at Urbana-Champaign,
Sept. 1977.
Zucrow, M. J., and J. D. Hoffman, .Gas
Dynamics, Vol. 1, John Wiley and Sons,
New York, 1976.
8. Faletti, J. J., S. C. Sorenson, and C.
E. Goering, "Energy Release Rates from
Hybrid Fuels," Transactions of the ASAE,
Vol. 27, p. 322, 1984.
9. Faletti, J., "Energy Release Rates of
Hybrid Fuels in a Diesel Engine," M.S.
thesis, Department of Mechanical and In-
dustrial Engineering, Uni .. ersity of
Illinois at Urbana-Champaign, May 1983.
10. Strehlow, Roger A.,
amentals, McGraw-Hill
York, 1984.
Combustion Fund-
Book Co. , New
9
Th1I paper iJ aubJect to tcYidon, Statementl and opinion. ad.-
vanced in papen or d1Jculllon are the author'. and are his
respondblllty. not SAE'.; however, the paper hu been edited
by SAE tor uniform JtYUns and fonnat. D1Icullloa wDl be
printed with the pape: itIt II pub11lhcd in SABTramaetlons.
Forpemtlu1on to pUblbh th!Ipeper in fun or In put, contact
tho SAB PubUcationJ DlviIlon,
PmoDJ wbblnl to IUbmtt papen 10 be COftIIdered lor pro-
aentlt!on or pubUcatlon throuab SA! IbouJdICad 1M JUlUo
ICdpt or 300 wend ab.tract 01 a propoted DlIIlWCI'Ipt to:
_lIlY. Enalnecrlna AC1Mty Board. BAE.
_ pap booklet.

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