MODELING REAL

ENGINE FLOW &

COMBUSTION
Presented by:
Ali Raza
FA16-RMM-021
 OUTLINE
PURPOSE AND CLASSIFICATION OF MODELS

INTAKE AND EXHAUST FLOW MODELS

A. Quasi-Steady Flow Models
B. Filling and Emptying Methods
C. Gas Dynamic Models

THERMODYNAMIC-BASED IN-CYLINDER MODELS

A. Spark-Ignition Engine Models
B. Direct-Injection Engine Models
C. Pre-chamber Engine Models

FLUID-MECHANIC-BASED MULTIDIMENSIONAL MODELS

A. Turbulence Models
B. Fuel Spray Modeling
C. Combustion Modeling
 PURPOSE AND CLASSIFICATION OF MODELS

The purpose of modeling activities is to:

Develop a more complete understanding of the process under study from the
discipline of formulating the model

Identify key controlling variables to provide guidelines for more rational and
therefore less costly experimental development efforts

Predict engine behavior over a wide range of design and operating variables to
determine trends and tradeoffs and to optimize design and control

Providing a rational basis for design innovation

 PURPOSE AND
CLASSIFICATION OF MODELS
There are two basic types of models:
1. Thermodynamic Energy Conservation-based models

Zero-dimensional: in the absence of any flow modeling, geometric features of the fluid motion
cannot be predicted

Phenomenological: additional detail beyond the energy conservation equations is added for each
phenomenon in turn

Quasidimensional: where specific geometric features, e.g., the spark-ignition engine flame or the
diesel fuel spray shapes, are added to the basic thermodynamic approach

2. Fluid-dynamic based models or Multidimensional models

 INTAKE AND EXHAUST FLOW
MODELS
The behavior of the intake and exhaust systems are important because these systems govern
the air flow into the engine's cylinders.

Three types of models for calculating details of intake and exhaust flows have been developed and used:

1. Quasi-steady models for flows through the restrictions which the valve and port (and other
components) provide

2. Filling and emptying models, which account for the finite volume of critical manifold components

3. Gas dynamic models which describe the spatial variations in flow and pressure throughout the
manifolds
 INTAKE AND EXHAUST FLOW
MODELS
1. Quasi-Steady Flow Models
. These models are often used to calculate the flow into and out of the cylinder through the inlet and
exhaust valves

. The gas flow rate through each component is computed using steady one-dimensional flow equations
. the actual flow is assumed to be quasi steady

. Here the manifolds are considered as a series of interconnected components which each constitute a
significant flow restriction: e.g., air cleaner, throttle, port, and valve for the intake system

. Such methods are not able to predict the variation of volumetric efficiency with engine speed,
because many of the phenomena which govern this variation are omitted from this modelling
approach
 INTAKE AND EXHAUST FLOW
MODELS
2. Filling and Emptying Methods
. In these models, the manifolds (or sections of manifolds) are represented by finite
volumes where the mass of gas can increase or decrease with time.

. Each volume is then treated as a control volume (an open system of fixed volume) which
contains gas at a uniform state

. The mass and energy conservation equations coupled with information on the mass flow
rates into and out of each volume are used to define the gas state in each control volume.

. For small manifolds, and manifolds that are compact in shape, filling and emptying
models can be a useful predictive tool.
 INTAKE AND EXHAUST FLOW
MODELS
3. Gas Dynamic Models
. These models have been in use for a number of years to study engine gas
exchange processes.

. These models use the mass, momentum, and energy conservation equations for
the one-dimensional unsteady compressible flow in the intake and exhaust
systems of spark ignition and diesel engines, both naturally aspirated and
turbocharged

. Two types of methods have been used to solve these equations: (1) the method of
characteristics and (2) finite difference procedures.
 THERMODYNAMIC-BASED
IN-CYLINDER MODELS
Engine models of this type are used extensively to predict engine operating characteristics
(indicated power, mean effective pressure, specific fuel consumption, etc.) and to define the
gas state for emission calculations.

These models effectively follow the changing thermodynamic and chemical state of the
working fluid through the engine's intake, compression, combustion, expansion, and exhaust
processes; and are called engine cycle simulations.

During intake and compression, the composition and thermodynamic properties can be
determined using one-dimensional compressible flow equations for flow through a restriction

During combustion one-zone model is used for spark-ignition engine and multiple-zone
model are used for compression ignition engine
 THERMODYNAMIC-BASED
IN-CYLINDER MODELS
1. Spark-Ignition Engine Models

Features of the spark-ignition engine combustion process are:

. the fuel, air, residual gas charge is essentially uniformly premixed

. the volume occupied by the reaction zone is normally small compared with
the clearance volume

. for thermodynamic analysis, the contents of the combustion chamber during

combustion can be analyzed as two zones-an unburned and a burned zone.
 CONTINUED..
Useful combustion chamber design information can be generated with simple
geometric models of the flame.

For a given combustion chamber shape and assumed flame center location ,
the spherical burning area A, the burned gas volume V, and the combustion
chamber surface "wetted" by the burned gases can be calculated for a given
flame radius r, and piston position from purely geometric considerations.

The same thermodynamic-based simulation structure can be used in

conjunction with a combustion model which predicts the rate of fuel burning.
 THERMODYNAMIC-BASED
IN-CYLINDER MODELS
2. Direct-Injection Engine Models

. In direct-injection compression-ignition and stratified charge engines, the liquid fuel is injected into
the cylinder as one or several jets just prior to ignition

. modeling of the ignition and combustion processes for direct-injection types of engines is much
more complex than for premixed-charge spark-ignition engines.
 CONTINUED
single-zone heat-release models and phenomenological jet-based
combustion models are useful for diesel cycle simulation and more
complex engine system studies models.

Single-zone models assume that the cylinder contents can be adequately

described by property values representing the average state, and use one
or more algebraic formulas to define the heat-release rate.

All single-zone heat-release models should be checked against

experimentally derived heat-release profiles, and recalibrated if
necessary, before being used for predictions
 THERMODYNAMIC-BASED
IN-CYLINDER MODELS
3. Pre-chamber Engine Models

. auxiliary combustion chamber, or pre-chamber are used in small high speed CI engines, to achieve adequate
fuel-air mixing rates

. The function of the pre-chamber is to increase the initial growth rate of the flame

. If the mixture within the prechamber is richer than in the main chamber these are called stratified-charge
engine
Additional phenomena which these prechambers introduce are:

(1) gas flows through the nozzle or orifice between the main chamber and prechamber due to piston motion
(2) gas flows between these chambers due to the combustion-generated pressure rise
(3) heat is transferred to the nozzle or passageway walls due to these flows.
 CONTINUED
The first of these phenomena results in nonuniform composition and temperature
distributions between the main and prechamber due to gas displacement primarily
during compression

It determines the nature of the flow field within the prechamber toward the end of
compression just prior to combustion

The second phenomena controls the rate of energy release in the main chamber

The heat losses in the passageway and to the additional chamber surface area of
the pre-chamber designs relative to conventional open chambers result in
decreased engine performance and efficiency.
 FLUID-MECHANIC-BASED
MULTIDIMENSIONAL MODELS
The principal components of these multidimensional engine flow models are the following:
One of the mathematical models or equations used to describe the flow processes is the
turbulence model, which describes the small-scale features of the flow which are not
accessible to direct calculation.

The discretization procedures used to transform the differential equations of the

mathematical model into algebraic relations conforms to the geometry of the combustion
chamber with its moving valves and piston.

The solution algorithm whose function is to solve the algebraic equations

The computer codes which translate the numerical algorithm into computer language and
also provide easy interfaces for the input and output of information.
 FLUID-MECHANIC-BASED
MULTIDIMENSIONAL MODELS
1. Turbulence Models
. Two approaches have been developed for dealing with this turbulence modeling problem: full-
field modeling (FFM), sometimes called statistical flux modeling; and large-eddy simulation (LES)
or subgrid-scale simulation

. In FFM, one works with the partial differential equations describing suitably averaged quantities.

. In FFM, models are needed for various averages of the turbulence quantities. These models
must include the contributions of all scales of turbulent motion.

. LES is an approach in which one actually calculates the large-scale three-dimensional time-
dependent turbulence structure in a single realization of the flow. Thus, only the small-scale
turbulence need be modeled.
 FLUID-MECHANIC-BASED
MULTIDIMENSIONAL MODELS
2. Fuel Spray Modeling
. Fuel-injected internal combustion engines present a particularly difficult problem for
numerical simulation.

. The fuel spray produces an inhomogeneous fuel-air mixture: the spray interacts with and
strongly affects the flow patterns and temperature distribution within the cylinder.

. Models which explicitly treat the two-phase structure of this spray describe the spray
behavior in terms of differential conservation equations for mass, momentum and energy.

. Two such classes of model exist, usually called the continuum droplet model (CDM) and
the discrete droplet model (DDM).
 CONTINUED
The CDM attempts to represent the motion of all droplets via an eulerian partial
differential spray probability equation.

The DDM uses a statistical approach; in which, each droplet is tracked in a

lagrangian fashion from its origin at the injector by solving ordinary differential
equations of motion.

The above treatment is limited to "thin sprays. this assumption is not valid for
"thick sprays.

The most complete models of atomized fuel sprays represent the spray by a
Monte Carlo-based discrete-particle technique.
 FLUID-MECHANIC-BASED
MULTIDIMENSIONAL MODELS
Combustion Modeling
3.
. While it is feasible to include detailed chemical mechanisms for combustion of
hydrocarbon-air mixtures in one-dimensional calculations, it becomes increasingly
impractical to attempt such complexity in two and three-dimensional studies.

. Accordingly multidimensional engine calculations have used highly simplified

chemical kinetic schemes, with one or at most a few reactions, to represent the
combustion process.

. The most common practice has been to assume the combustion process, fuel +
oxidizer + products, is governed by a single rate equation of an Arrhenius form :
R=
 CONTINUED
While this approach "works" in the sense that, when calibrated, its predictions can show
reasonable agreement with data, it has major problems.

An alternative approach assumes that turbulent mixing is the rate-controlling process.

Thus reactions proceed instantly to completion once mixing occurs at a molecular level
in the smaller-scale eddies of the turbulent flow.

Thus the reaction rate is inversely proportional to the turbulent mixing time.

Flame front propagation speeds are adequately predicted; the flame is not modeled in
sufficient detail to describe its actual structure.
 SUMMARY
In engineering, modeling a process has come to mean developing that
permit critical features of the process to be analyzed.

Two basic types of models are being used to describe engine operating and
emissions characteristics.

These models describe the thermodynamic, fluid-flow, heat transfer,

combustion, and pollutant-formation phenomena.

Due to the complexity of engine processes, most engine models are

incomplete, due to which empirical relations are often needed.