SAE India TOPTECH Seminar on Engine & Powertrain Simulation Jan 10-11, 2008 New Delhi, India

Motivation
Internal Combustion in Engines where the fuel meets the air What is it and How do we know about it? Why is this so important? How do they react, what are the controlling factors, and what are the results?

Combustion Simulation
Kevin Hoag University of Wisconsin, Madison John Wilken Gamma Technologies Inc Greg Hampson ENSYS Anupam Dave Cummins Inc S.M. Shahed Honeywell Turbo Technologies

Can we model it express this behavior in general mathematical physical terms? Can we better understand and visualize what is happening INSIDE the combustion chamber? Can simulations help us improve our understanding of combustion, improve our experimental program, improve our engine design?

How do we know about in-cylinder processes

Via Precision Measurements:
Cylinder Pressure Transducer Crank Angle Shaft Encoder High Speed Data Acquisition System
ICP- Piezo Electric Pressure Transducer Flush mounted

Combustion Primer
Hydrocarbon exothermic reaction in Air Atom Conservation (stoichiometry) HmCn + EA( 0.21 O2 + 0.79 N2) => a H2O + b CO2 + e N2 => a H2O + b CO2 + d O2 + e N2 => a H2O + [b CO2 + c CO] + e N2 Species State (properties) enthalpy or energy state of chemical species products = [a HH2O + b HCO2 + c HCO + d HO2 + e HN2 ] reactants = [ 1 HmCn + EA ( 0.21 HO2 + 0.79 HN2) ]
T Hi = Ni hf + Cp( )d i To

: EA=1 : EA >1 : EA < 1

Heat of Formation @ To
1-reactants

State hi

Crank Angle Encoder

hf

available energy 2-products

To

Combustion Primer
Hydrocarbon exothermic reaction in Air Energy Conservation (add system to chemical species conversion)

Combustion - within a thermodynamic engine cycle

Reactants

Reaction Products Zone Constraints: (P,T,V) Work = P dV

H max = m f ,tot QHHV

TDC Air Induction BDC

control volume analysis

Heat, Q

)
P ressure (bar)

Air Compression

Fuel Injection

Ignition

Burning Expansion

Expansion Blow Down

Exhaust

1000

Cyl Press NonComb Intake Exhaust

0.05

100

Fuel Injection Burn Rate

( P dV + Q NAHR =

one system: normalized apparent heat release

wall

States

10
Ignition > wo comb
Power-Expn Exhaust

+ U gas

dH=0 : Hp= HR dT=0 : HP= HR - Qhv T

m f ,tot QLHV

1 Intake -360

Compress

-180

180

0 360

Engine Crank Angle (deg)

Engine Cycle - 4 stroke / Diesel

Research & Testing Engine Development Process is Flow up

Engine Design Goals
Measured torque/ IMEP
Measured Fuel Efficiency Measured Emissions

Design is Requirements Flow-down

Constraints
Reliability
Noise Cold start

Engine Design Goals

Desired torque/ IMEP
Desired Fuel Efficiency Desired Emissions

Pressure Profile
Compression - rate of rise - Peak pressure

Pressure Profile
Compression - rate of rise - Peak pressure
Work IMEP

Constraints
Reliability
Noise Cold start

Work IMEP

Combustion Start of Combustion Heat Release profile Air Boost MAT EGR Fuel SOI Rate of Injection Injection Quantity Engine Geometry
Bore
Stroke CR

Combustion Start of Combustion Heat Release profile Air Boost MAT EGR Fuel SOI Rate of Injection Injection Quantity Engine Geometry
Bore
Stroke CR

Trace Through a Design Process

Log Cylinder Pressure (bar)

Constraints
Reliability
Noise Cold start

Engine Design Goals

Desired torque/ IMEP
Desired Fuel Efficiency Desired Emissions

1000

Wire-Frame
3 4 2

Starting Point: Engine torque (IMEP) requirement

Define Wire-Frame Cylinder Pressures to achieve design goals within constraints a priori Idealized Cycle - CI Polytropic compression Polytropic expansion Limited Pressure Cycle -Constant V@TDC -Constant P=Pmax IMEP adjusted by burn
Wire-Frame / Cycle Diagram
1000

100

10 0

1 7 1 0.1
200 160 140 Pressu re ( b ar) 120 100 80 60 40 20 0

6 1 10

Log Cylinder Pressure (bar)

burn
3 100 2 4

Power= ncyl IMEPVd N / 120

Pressure Profile
Compression - rate of rise - Peak pressure
Work IMEP

Log Cylinder Volume (liter) 180 Polytropic Trace

Wire-Frame Pressure

Pressure Trace

Pmax IMEP +

IMEP =

P dV
Vd

Combustion Start of Combustion

Heat Release profile

-60

-30

0 Crank Angle (deg)

30

60

CR
10 0 7 1 0.1

800 700 600 500 A H R R (J /de g) 400 300 200 100 0

Heat Release Rate

-10 0 10 20 30 40 Crank Angle (deg)

Boost
+/-

1 6 1 10

Air Boost
MAT EGR

Fuel SOI
Rate of Injection Injection Quantity

Engine Geometry
Bore
Stroke CR

-100 -20

Cylinder Head Fuel Spray Piston Bowl

Log Cylinder Volume (liter)

Geom, Air & Fuel

Comparison of SI-gasoline and CI-diesel Realistic Cycle Diagrams

Linear Pressure vs. Volume Ratio
140 SI Cycle SI Polytropic 1.30 Diesel Cycle 100 Pressure(bar) CI Polytropic 1.37

Max Efficiency = fn(Charge Comp, Geometric CR,)

Idealized Cycle Efficiency
1 1
Indicated Efficiency

Log Pressure vs. Log Volume Ratio

1000 SI Cycle SI Polytropic 1.30 Diesel Cycle CI Polytropic 1.37 100

120

CR

80%

70% 60% 50% 40% 30% 20% 10% 0% 0

air ci si

=1.4 =1.3 =1.25

Losses & Limitations

CI-Diesel

Pressure (bar)

80

SI-Gas
10

60

CI-Diesel
40

SI-Gas
1
20
16

0.1

10

100

16
0 0 5 10 Volum e Ratio (V/Vtdc) 15 20

0.1 Volum e Ratio (V/Vtdc)

NA-SI engines no boost, low CR & low slope, large constant volume combustion TDI-CI engines high boost, high CR ratio & steep slope, small constant volume comb

Mechanical limits 2-10% Fuel + Air charge is not Air Heat Transfer - 20% Pumping losses 5-10% Friction 10% Slow Burning 5% Fuel pressurization 2% NOx reduction 0-10% or more Actuation - non-ideal valve or fuel timing

10

20

30

Compression Ratio

Design Process: Flow-Down to Burn Rate Fulcrum of the design

Log Cylinder Pressure (bar)

Engine Thermodynamics and Combustion Simulations

Requirements (IMEP, Pmax) Wire-Frame Cycle Diagram Pressure Trace Heat Release Rate Fuel/Air/Ignition/EGR Simulation and Engine testing proceeds from Causes to performance Results i.e. forward causality, direction of time Subject of Combustion Simulations start here Flow-down proceeds from engine performance Requirements to Necessary Causes i.e. reverse causality Performance Results (IMEP, P, T) Cycle Diagram time Pressure Trace Burn Rate

Requirements (IMEP, Pmax) Wire-Frame Cycle Diagram Pressure Trace Heat Release Rate

1000

Pressure vs. Crank Angle

3 4 2

100

200 180 160 140 Pressure (bar)

1 7 6 1 10

Pmax
Wire-Frame Motored

10 0

120 100 80 60 40 20 0 -60 -30

Peoc

1 0.1

Log Cylinder Volume (liter)

0 Crank Angle (deg)

30

60

AHRR vs. Crank Angle

800 700 600 AHRR (J/deg) 500 400 300 200 100 0 -60 -30 0 Crank Angle (deg) 30 60 Heat Release

Fuel/Air/Ignition/EGR Geometry,

Fuel/Air/Ignition/EGR Geometry, Event,

Geometry,

Simulation Options for Burn Rates

Starting with the burn rate profile allows us to essentially ignore what causes the heat release in favor of focusing on the effects of a given burn rate has on the engine system Performance Results (IMEP, P, T) Cycle Diagram

Burn Rate Definition for Simulations

Non-predictive combustion / imposed burn rate profile Instantaneous Zero-Dimensional Burn Rate is directly imposed as a simulation input Total amount of energy released from the fuel depends on the total mass of fuel and the properties of the gas in the cylinder Burn Rate tells the simulation the rate which the available fuel + air are converted to products

Pressure Trace Burn Rate Profile Options 1) Experimentally Derived Heat Release Profile 2) Semi-Empirical Burn Rate Profile 3) Parametric Mathematical Burn Rate Profile

Burn Rate

AHRR or the Apparent Heat Release Rate is generally the result of pressure trace analysis AHRR rarely matches the Burn Rate magnitude, but often is proportional to the Burn Rate shape profile

Fuel/Air/Ignition/EGR Geometry, Event,

Cylinder Pressure measurement

Cylinder Voltage to Pressure Measure a relative dynamic voltage Calibration Pinning & Drift Crank Angle Offset Cleaning & Checking Volume Estimates for PV linearity plots
P (t ) = dP ~(t ) vo ) + Po (v ref ref dV cal

1. Pressure Data Pre-Processing Checks

pressure change

drift

graphics: Formulating an Engine Simulation Procedure, Tyler Feralio, RPI University, Troy NY
Source:

Syed Wahiduzzaman Loic Barbier Gamma Technologies Inc. Mecanique

Ecole Nationale Superieure DElectriciteet de

Apparent Heat Release Rate

Classical Heat Release Analysis (method used in most other cylinder pressure analysis tools):

1. Experimental Burn Rate Profile

Apparent Heat Release Rate Profile
Derived from Experimental Cylinder Pressure Trace -> Apparent Zero-dimensional Assumptions implicit in Heat Release Rate calculations are generally not consistent with simulation method However, if the goal is to get correct profile wrt ignition, 10/90 burn duration, centroid of HRR, integral of HRR, then Normalized AHRR can be used as a simulation input Simulations will generally scale the NAHRR based upon fuel inputs
800

NAHRR =

( P dV + Q

wall

+ U gas

)
700 600

m f ,tot QLHV

4 Cumulative AHR (KJ)

-10 0 10 20 30 40

Result is apparent heat release (NOT burn rate) Employs simplifying assumptions, can enable quick computations in a test lab while the engine is running
AHRR (J/deg)

500 400 300 200 100 0 -100 -20 Crank Angle (deg)

0 -20 -10 0 10 20 Crank Angle (deg) 30 40

2a. Burn Rate Profile - SI

SI Wiebe Model
Non-predictive burn rate imposed according to the SI Wiebe function (50% burned, 10-90% duration, exponent) Enables transition from NAHRR to a modeled/fit Burn rate Can be parameterized Very fast execution

2b. Burn Rate Profile - DI Diesel

DI Wiebe Model (No default entries)
Non-predictive burn rate imposed according to the threeterm DI Wiebe function Enables transition from NAHRR to a modeled/fit Burn rate Can be parameterized Very fast execution time

Simulation Options for Predictive Combustion Performance

Once we are comfortable we have the proper burn rate for our engine and operating conditions, then we can go to the next level predictive combustion
Results (IMEP, P, T) Cycle Diagram

Why Use Predictive Combustion?

Non-predictive combustion is useful when the subject of the study does not directly affect combustion rate in a significant way
Exhaust acoustics Intake manifold geometry Turbocharger performance Engine model build up

Pressure Trace

Predictive Burn Rate/Combustion Options 1) Two-Zone Rate 2) Multi-Zone Flame model 3) Multi-Zone Spray model 4) Full 3D Computational Fluid Dynamics

Burn Rate

Predictive combustion is required when subject of study directly affects combustion rate
Injection timing and profiles EGR rates Swirl

Fuel/Air/Ignition/EGR Geometry, Event,

Predictive combustion also useful for running a variety of loads/speeds where it may not be practical to impose burn rates from cylinder pressure

Predictive Combustion for Simulations

Predictive combustion / computed burn rate Burn rate is computed directly from: fuel injection rate, spray/gas interactions, species concentrations, time and spacial evolutions, geometry, Global behavior is integral of Local & Multi-dimensional behavior (non-uniform temperature & species concentrations, but pressure equalizes quickly) Non-uniform spatial and temporal distributions enable realistic emissions predictions Physics based & More universal physics connects the dots between known data Inputs are more physical and suitable for engineering design exploration studies

1. Combustion - Two-Zone
Thermodynamic Two-Zone model
Models Unburned and Burned zones Burn rate controlled by input profile or predictive model Converts Unburned reactant mixture to burned products Compression of unburned and burned products Good for NOx emissions predictions, especially SI Burn Rate can be predictive and coupled to flame advancement in simulations & can include geometry dependency
flame
burned unburned

Tb
piston

Tu

2. Combustion Flame Model - SI

SI Turbulent Flame Model
Predictive burn rate taking into account: cylinder temperature and pressure composition in the cylinder including fuel, fresh air, and egr/residuals Spark timing, position, and gap Fuel properties Flame area/Wall wetted area In-cylinder flow Slow execution Combustion chamber geometry (head and piston) may be read from an .STL file or generated automatically from dimensions entered by the user

SI NOx and Knock Predictive NOx Model (extended Zeldovich)

Temperature tracked in many zones Sensitive to heat release rate and composition (including EGR) Sensitive to pressure, temperature, equivalence ratio, and dilution ratio

Predictive Knock Model

Correlate predicted knock index to measurements of knock initiation and strength Knock index predicts knock trends Cylinder wall temperatures should be specified by either the detailed or solution reference objects

Diesel Engine Emissions Causes

Diffusion flame structure - Fuel Rich spray
Oxygen poor fuel heating (pyrolysis) >> PM, Smoke Stoichiometric combustion >> NOx

NOx Emissions
NOx Production = f ( Time, Air, Temperature)

Incomplete combustion CO, UHC, PM

Lean flame-out Region, HC Burned gas NO Initial rapid combustion noise

d NO dt
Fuel jet mixing with air rich mixture

16 6. 10 .

exp

69, 090 . 2 . O2 N2 T

Cylinder Head Fuel Spray

Pre-mixed combustion mode

In-cylinder NOx Reduction Mechanisms (simplified)

NOx Reducton Mechanism Less time Displace O2 Lower Temp. expansion burn Retard late combustion dilution heat capacity dilution heat capacity EGR Water HCCI fast comb dilution poss. lean homogeneous

Piston Bowl
Burned gas NO Flame quench on walls, HC White/Yellow flame Soot oxidation Rich zones in fuel jet Soot formation

CFD simulations of direct injection diesel engine combustion chamber

Fuel vapor from nozzle Sac volume mixing controlled combustion mode

Fuel

Temperature

Mechanisms of emissions production direct injection diesel engines-Heywood

Emissions Control Fuel Timing Retard

Combustion Timing : -10, -5, 0, +5 atdc Retard Timing => Lower Temperature = > Lower NOx Challenge: timing retard => lower pressure => lower efficiency Cylinder Pressure
Fuel Consumption

Emissions Control EFI

Importance of tight controls on fuel injection on emissions
Oxides of Nitrogen, NOx

-5 0 +5

Soot Particulate

Fuel injection duration

Hydrocarbons, HC

NOx

-10

Fuel injection timing precision

Emissions Control - EGR

Local Equivalence Ratio and Temperature dictate NOx and Soot formation propensity

Emissions Control - EGR

Sandia NL, 9th Intl Engine Conference, 6/05

3. Combustion - DI Diesel
DI Jet Model / Hiroyasu Model
Predictive burn rate model, Takes into account: Cylinder pressure and temperature Injection timing, rate, velocity, and plume shape Composition in the cylinder including fuel, fresh air, and EGR/residuals In-cylinder flow (Swirl and Tumble) Slow execution Predictive NOx Model Predictive SOOT Model (trends only)

Calibration
Match measured pressure using imposed nonpredictive HRR Base engine model with imposed burn rates should be well correlated BEFORE attempting detailed combustion model calibration Use single cylinder model with imposed BC to save time Calibrate at several points in operating range
Speed Load EGR rates

All calibrated multipliers should be constant for all speeds, loads and EGR rates

Calibration
On single-cylinder model: Impose fuel injection rate Impose pressure/temperature boundary conditions Adjust Ignition delay parameters Adjust Evaporation parameters Adjust Entrainment parameters

DI jet model Results Example

Combustion Prediction in a Truck DI Diesel Engine

Heat Release with and without EGR

NOx Prediction: Effect of SOI & Fuel Rate

50% load

75% load

100% load

10

NOx Prediction: EGR Effect

NOx Prediction: Speed Effect

50% load

50% load

75% load

75% load

100% load

100% load

NOx and Soot Tradeoff

3. Combustion 3D CFD
3D CFD (e.g. DOE/Los Alamos KIVA-3V code, StarCd, Fluent.) Full 3D CFD code simulates process which control combustion & emissions:
gas flow, compression, turbulence & mixing (finite volume) fuel jet breakup (e.g. Kelvin-Helmholtz model) fuel droplet breakup (e.g. Rayleigh-Taylor model ) ignition (e.g. Shell model ) combustion (e.g. Lam/Turb characteristic timescale models ) NOx (e.g. Extended Zeldovich mechanism ) soot formation (e.g. Hiroyasu model ) soot oxidation (e.g. Nagle-Strickland model )

11

FLOW SOLVER: KIVA

Initialization
Read Input Data Calculate gas viscosity Initialize time step, piston velocity

IN-CYLINDER MODELS
Fluid Phase
Continuity equations Momentum equations Internal energy equations K-epsilon equations

Phase A

Spray Modeling (injection, drop breakup, collision, evaporation) Combustion chemistry Emission modeling

Boundary Conditions
Phase B
Fluid phase calculation Mass, momentum, velocity, temperature, pressure, turbulence properties (implicit solver, iterations)

Phase C

Snapping/Rezoning grids Remapping fluid properties to new grids Update cell properties

Physical boundaries: inflow/outflow, rigid walls, periodic boundaries. Numerical boundary conditions: Temperature: adiabatic, fixed T. Velocity: free slip, no slip, turbulent law-of-the-wall Turbulent parameters Droplets: handled by drop-wall impingement model

DIESEL SCHEMATIC (ERC)

Fuel injection nozzle cavitation Drop distortion vaporization turbulent dispersion

3D models in Practice
3D Combustion & Spray CFD
Very Slow Run times Open cylinder simulations need to include valve events in meshing and BC at inlet to manifolds Closed cylinder simulations need BC: P, T, TKE at IVC from other source (e.g. 1D solver) Impose or compute fuel injection rates

spray breakup

Calibration this is significant, do not underestimate

Wall heat transfer Drop/wall impingement

Autoignition/combustion soot/NOx formation

Need comprehensive data set over wide parameter space Each submodel carries calibration constants (breakup, evaporation, turbulence, mixing, wall impingement, ignition, heat transfer, NOx, Soot, meshing )

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OUTPUT Temperature at 30o Plane

OUTPUT - Fuel and CO mass fractions

Crank Angle (deg)

OUTPUT
simulation time evolution animation

Summary - Engine Thermodynamics and

Combustion Simulations
Requirements (IMEP, Pmax) Wire-Frame Cycle Diagram Pressure Trace Heat Release Rate Fuel/Air/Ignition/EGR Geometry, Step 0 For engine design studies, determine target heat release rate to meet engine requirements Performance Results (IMEP, P, T) Cycle Diagram Simulation & Time

Pressure Trace

Step 1 impose burn rate Step 2 predictive combustion

Burn Rate

Fuel/Air/Ignition/EGR Geometry, Event,

13

Summary - Engine Thermodynamics and

Combustion Simulations (1)
Burn Rate is fulcrum of engine system thermodynamics Burn Rate integrates up to cylinder pressure and to engine performance and can be defined by requirements Take a process approach to Combustion Simulations
i. start simple => experimental pressure trace & NAHRR use this to get the breathing & turbo model working does not depend upon fuel injection rate profile ii. go to semi-empirical, mathematical fit Wiebe more universal, flexible, enable what if and design requirement studies iii. parameterize the fit parametric Wiebe coefficients iv. increase generality with predictive combustion SI flame DI jet models (requires fuel injection rate profile) v. CFD simulations maximum degree of predictive capabiliyt but requires tuning and calibration longer run times

Summary - Engine Thermodynamics and

Combustion Simulations (2)
Combustion Rate & its impact on engine operating condition

Process approach to Combustion Simulations

When to add complexity

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