Proceedings of IMECE2005

Proceedings
2005 ASME International Mechanical Engineering of IMECE
Congress and 2005
Exposition
2005 ASME International Mechanical Engineering
November Congress
5-11, 2005, and Florida
Orlando, RD&D Expo
USA
November 5-11, 2005, Orlando, Florida USA

IMECE2005-79893
IMECE2005 79893
Advanced Automotive Engine Thermal Management
Simplified Diesel Engine Model and Experimental Validation
Christopher J. Simoson and John R. Wagner, Ph.D., P.E.
Automotive Research Laboratory, Department of Mechanical Engineering
Clemson University, Clemson, SC 29634-0921

ABSTRACT compressed air's elevated temperature may be cooled with

Diesel engines fulfill diverse demands in urban and
rural areas throughout the world. While the advantages of
compression ignition engines are superior to other internal
combustion engines in torque generation and fuel
efficiency, some diesel exhaust emissions pose health and
environmental problems. Emission reduction techniques
generally diminish one type of tailpipe gas yet often
sacrifice engine performance and may even raise other
emission levels. For instance, exhaust gas recirculation
can reduce NOx emissions. However, the dilution of the
combustion charge with hot inert exhaust gas hinders the
engines power characteristics. To solve this problem, an
EGR cooler allows the exhaust gases to be cooled prior to
mixing with intake air allowing a denser cylinder charge
for combustion. The effective application of cooled EGR
requires a smart thermal management system. In this
paper, a real time empirical and analytical model will be
introduced to estimate the diesel engines overall
performance. The simplified model considers the engines
combustion chemistry, as well as the thermal, emissions,
and rotational dynamics. Representative numerical and
experimental test results are presented and discussed to
validate the model. Eventually, an on-board computer
controller will use this model to regulate the EGR valves
functionality and the smart thermal system.
1. INTRODUCTION
The convergence of consumer, economic, social, and
legislative demands require the continuous improvement
of internal combustion engine technology. Although the
spark ignition engine has realized significant fuel
economy gains and emissions reductions during the past
two decades, the dependable compression ignition engine
(refer to Figure 1) has not generally progressed in a
similar fashion. A turbine/compressor assembly is
generally introduced to increase the cylinders' inlet charge
density for greater performance. The turbine, driven by
gases routed from the exhaust manifold, shares a common
shaft with the compressor which acts on the inlet air. The
an intercooler. Typically, an air-to-air heat exchanger
lowers the compressed air temperature. An exhaust gas
recirculation (EGR) valve may also be installed in the air
intake path to permit a portion of the exhaust gas to be
routed back to the cylinder. Again, an air-to-air heat
exchanger may be utilized to decrease the exhaust gas
temperature prior to mixing with the intake air. However,
the heat transfer available with air-to-air versus liquid-to-
air heat exchangers is much lower. Ideally, the intercooler
and EGR cooler will use coolant provided that the fluid's
inlet temperature is sufficiently low to permit the desired
secondary fluid outlet temperature. As shown in Figure 2,
multiple zones in the diesel engine thermal management
system (Eberth and Wagner, 2004) offer an opportunity to
more precisely regulate the engines temperature. For
example, the ideal engine temperature may be controlled
to a higher setpoint than required for these two coolers.
Although the diesel engine is an extremely versatile
and dependable power source, the tailpipe emissions
remain a critical concern. Objectionable diesel exhaust
contains soot and unburned hydrocarbons that make up
particulate matter (PM), as well as nitric oxide (NO) and
nitrogen dioxide (NO2) pollutants. PM is classified as
anything other than water that can be filtered below a
temperature of 325K. Fuel escaping the combustion
cylinder, incomplete fuel oxidation, and non-uniform fuel
distribution due to poor swirl, injection rates, and fuel
spray pattern allow unburned hydrocarbons to enter the
atmosphere. From a health perspective, PM may be
carcinogenic and may cause respiratory problems. The
term NOx collectively represents the NO and NO2
pollutants; however, approximately 95% of NOx
emissions are NO which can combine with sulfur oxides
to form acid rain. Note that a haze of photo-chemical
smog is produced when sunlight strikes a cloud of NO
emissions and unburned hydrocarbon mixtures.
There are three general sources of NOx formation
during the combustion process. First, thermal NOx is the
largest constituent where atmospheric nitrogen dissociates

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 Figure 1. Diesel engine with conventional cooling system
and reacts with excess oxygen at a rate increasing
exponentially with temperature. Second, the oxidation of
fuels containing nitrogen is deemed fuel NOx. Finally,
prompt NOx occurs when fragmented hydrocarbons bond
with atmospheric nitrogen under fuel rich conditions.
Methods to reduce NOx and PM may be broadly divided
into pre-combustion to post-combustion treatments. In-
cylinder emission reduction techniques include increasing
the equivalence ratio to reduce peak combustion
temperatures, lowering the compression ratio, retarding
ignition timing (note: facilitates poor performance and
fuel economy), or adding diluents to cool the chemical
reaction and reduce the amount of oxygen available for
reaction with nitrogen. One consistent source for inert gas
diluents is the exhaust; a technique well known as exhaust
gas recirculation. Post cylinder emission reduction
strategies include catalytic converters and regenerative
particulate traps.
An EGR valve reroutes a portion of the oxygen
depleted exhaust gas, to be mixed with a fresh charge of
air and re-burned in the engines cylinders, under
computer control at steady state operating conditions.
Diluting the oxygen content effectively slows the
combustive reaction to reduce peak combustion
temperatures below the level where NOx is formed.
However, engine performance cannot reach its full
potential since a fraction of intake air is displaced by hot
exhaust gases. Utilizing an EGR cooler offers the
advantage of reducing NOx while retaining power
characteristics. Specifically, exhaust gases are cooled
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prior to being mixed with intake air allowing a denser
cylinder charge for combustion. The EGR cooler is
typically a shell/tube heat exchanger with exhaust gas
flowing through the middle pipes and coolant flowing
around these tubes to remove heat. The primary heat
transfer mode is forced convection (e.g., gas-to-metal and
metal-to-liquid). A solenoid based EGR valve may be
integrated into the cooler assembly. To effectively
regulate the engines thermal behavior, a computer
controlled smart cooling system should exist.
In this paper, a real time diesel engine model will be
derived to support the control of an EGR cooler integrated
into a smart thermal management system for improved
fuel efficiency and tailpipe emissions in smaller
displacement diesel engines. In Section 2, the general
concepts of smart thermal management and cooled EGR
are developed. A real time reduced order diesel engine
model is presented in Section 3. In Section 4, a three
cylinder diesel engine and accompanying experimental
equipment are discussed. Representative numerical and
experimental results are presented in Section 5. Finally,
Section 6 contains the summary and conclusions.
2. THERMAL MANAGEMENT & COOLED EGR
A smart automotive thermal management system
features a servo-motor driven coolant pump, thermostat
valve, electric radiator fan, and optional heating coils
(Wagner et al., 2002, Visnic, 2001). Although traditional
vehicle heating/cooling systems offered decades of
 Figure 2. Diesel engine with advanced thermal management system
dependable operation, they do not incorporate the current
level of electro-mechanical computer control technology
that has been applied to the powertrain and chassis system
functions. In the past few years, a variety of research has
been conducted on single loop vehicle thermal
management systems. Eberth et al. (2004) investigated
the replacement of the traditional thermostat and water
pump with a servo-motor driven smart valve and variable
flow pump. To continually adjust the operation of these
components, a typical linear real time thermal control
algorithm has been proposed by Wagner et al. (2003) for
implementation in the vehicles powertrain control
module. In contrast, a nonlinear control strategy was
developed by Setlur et al. (2005) to simultaneously
regulate the smart valve, coolant pump, radiator fan, and
electric heating coil for superior operating performance
and energy efficiency.
The availability of real time underhood thermal
control facilitates the introduction of cooled EGR. In
Figure 2, two stand alone motor driven pumps circulate
ethylene glycol through the engine and EGR/intercooler
(i.e., two separate loops). Note that the circulation of
fluids within the oil and transmission coolers is typically
driven by integrated pumps located within these
components. This research project addresses the design
and control of an EGR cooler using the building blocks
previously developed for a single loop smart thermal
management system. Consequentially, a second coolant
pump will drive coolant through the EGR cooler and
accompanying radiator unit with a separate temperature
set point. A second smart valve may not be required since
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the fluid flow can be prescribed a priori between the EGR
cooler and intercooler based on maximum thermal needs.
The EGR cooler design should optimize the heat
transfer rate between the exhaust gas and cooling media
while minimizing gas pressure losses and production cost.
Furthermore, a solenoid based valve may be integrated
into the cooler to regulate exhaust gas per the PCM
algorithm. A popular compact heat exchanger is the shell
and tube; hot exhaust gases (ranging from 100-500 C) are
passed through multiple internal tubes which contact a
cooling medium (e.g., ethylene glycol) flowing through
an encompassing shell. The heat exchangers
effectiveness varies with its coefficient of heat transfer,
pressure drop in gas and coolant, and the reliability to
resist clogging. Straight tubes may be the easiest heat
exchanger to fashion yet would require a bulky length to
be effective. Honma et al. (2004) conducted a three
dimensional analysis on four types of tube configurations;
the spiral tube arrangement maximized heat exchanger
efficiency while retaining acceptable production costs. An
EGR cooler that uses two sets of twelve tubes has been
selected for the gas-to-coolant double pass interface. The
EGR valve utilizes a high current solenoid actuating a
pintle valve to regulate the exhaust gas flow into the
cooler.
3. REAL TIME DIESEL ENGINE MODEL
Internal combustion engines are inherently complex
nonlinear processes that require an understanding of
thermo dynamics, fluid mechanics, heat transfer,
combustion, and mechanical design to analyze their
 dynamic behavior. Although experimental testing may
provide accurate results for specific operating scenarios
and test conditions, a mathematical model can facilitate
the investigations of design variable effects on engine
performance. Although analytical and empirical models
may not precisely depict every event, our goal is to
develop a simplified compression ignition direct injection
(CIDI) engine simulation that describes the basic diesel
engine phenomenon and permits real time operation for
controller needs.
A wide variety of simulation models have been
created in the literature that may be divided into three
categories: zero dimensional, quasi-dimensional, and
multi-dimensional. The number of zones within the
dimensions varies according to how many distinct
species zones are present (e.g., zonal temperature
variations). Hong et al. (2002) implemented a multi-
dimensional model into the powerful KIVA-3V code to
analyze the indicated mean effective pressure and
emissions while varying levels of EGR, injection timing,
and injection pressure. The multi-dimensional models
tend to have sophisticated dynamic descriptions that
require significant computational resources to achieve
quality results. In contrast, the zero dimensional models
exercise basic physical relations for each phenomenon,
presenting a manageable computational workload. Asay
et al. (2004) developed a zero-dimensional multi-zone
model that considers the compression, fuel injection,
combustion, and expansion processes including specific
submodels. Jung and Assanis (2001) also built a multi-
zone combustion simulation model calculating engine
performance and emissions.
To reduce the overall model complexity, a zero-
dimensional engine description has been derived to
produce a resultant torque, thermal temperatures, and
exhaust emissions. A combination of thermodynamic and
heat release analysis yields a mean gas temperature. With
cylinder volume as a function of crank angle, the pressure
and consequent force placed on the piston may be
determined. Next, coupling through mechanical
translations provides a cumulative engine torque for all
cylinders. Further calculations establish engine speed and
position that feedback through the executing simulation.
A network describing the engine thermal behavior
includes the cylinder gases, block, and coolant system.
Finally, the tailpipe emissions are computed based on the
gas temperature, pressure, and chemical concentrations.
3.1 MODELING ASSUMPTIONS AND APPROACH
For real time computer control applications, a need
exists for a diesel engine description which predicts key
operating parameters within reason. In this section, a
simplified lumped parameter mathematical model is
presented for a small displacement CIDI engine. The
fundamental assumptions in our modeling approach allow
mean thermodynamic evaluation of the cylinders gas
contents. The in-cylinder gas parameters are taken as
average uniform values throughout the combustion
chamber. As shown in Figure 3, the diesel engine
subsystem models include the air entrainment, fuel
injection, combustion, thermal, mechanical, and
emissions.
The fuel injection process can be divided into fuel
injector hardware (including spray angles), fuel fluid
mechanics, injection time, in-cylinder turbulent swirl, and
evaporation dynamics to name a few (Jung and Assanis,
2001). An ignition delay generally occurs prior to heat
release. Once auto ignition begins, fuel starts to burn at an
initial rate until the premixed fuel has been consumed and
proceeds to a mixing controlled burn phase. In this paper,
a single heat release rate is calculated which varies as fuel
is injected into the cylinder and heat is released until
assumed complete combustion. The nodal temperature of
the cylinder gases has been approached using a two part
method. An ideal temperature is calculated for all four
strokes based upon initial conditions and superimposed
with the cylinder wall heat loss and heat release of
combustion. The heat loss due to fuel evaporation and
chemical dissociation are neglected.

Figure 3. Simplified diesel engine mathematical model architecture for real time controller applications

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 3.2 COMBUSTION CHEMISTRY
Naturally aspirated diesel engines similar to the diesel
engine used in this study operate without a restrictive
throttle plate (although turbocharged diesel engines
equipped with EGR feature a throttle plate to allow the
lower pressure gases to mix with the compressed intake
air). Thus, a constant volume of air, Va, is entrained into
the cylinder every intake stroke at ambient temperature, Ta,
and atmospheric pressure, Pa.
The oxidation of fuel and air involves thousands of
reactions but our focus resides on the primary active
agents, neglecting the trace elements in air and minute
combustion products which add a negligible pressure
increase in the combustion chamber. For torque
development calculations, it is assumed that nitrogen is an
inert gas and passively enjoys the ride through the
explosive reaction. However, Section 3.7 will consider the
nitrogen dissociation for emissions modeling and present a
formula to calculate its formation rate. The assumed
composition of air presents a 79% nitrogen to 21% oxygen
ratio of 3.76. Also, the average chemical formula for
dodecane, C12H26, has been selected to represent diesel
fuel. A chemical equation for one mole of fuel reacting
with air to produce carbon dioxide and water vapor
balances as
y
Cn H y + nr (O2 + 3.76 N 2 ) xCO2 + 2
H 2O + nr (3.76 N 2 ) (1)
The diesel engine runs oxygen rich so only a fraction of the
available air reacts to oxidize the fuel into the product
gases.
3.3 GAS THERMODYNAMICS AND MECHANICS
As the inlet valve closes, the initial gas conditions Pa ,
Va, Ta, and n r allow the ideal temperature, Ti, and
pressure, Pi, to be computed for any crank angle during
isentropic compression, the temperature and pressure
become
Ti = Ta ( Va ) 1 , Pi =
V na RTi
Vi
i
To use the same methodology during the expansion
stroke, a set of initial known gas conditions must exist.
While a peak value may be determined from the previous
cycle, an initial guess for the peak combustion temperature
is solved based upon a conservation of energy by setting Q
equal to zero in the expression
Q=
Pr od
o
ni h f + c p (Tc Tb )
Re act
o
ni h f + c p (Tb Ta )
o
The enthalpy values, h f , and specific heat,
functions of temperature and have been described by
curves based on tables from Rossini (1953). For the initial
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ideal temperature profile during the adiabatic expansion
stroke, the thermodynamic calculation offers the complete
set of initial conditions for the expansion stroke (e.g., Pc,
Vc, Tc, and np). Similar to equation (2), the temperature and
pressure expansion stroke relationships become
n p RTi
Ti = Tc ( Vc ) 1 ,
V
Pi = Vi
(4)
i
3.4 FUEL INJECTION & HEAT RELEASE RATE
A combined analytical and empirical approach was
pursued for the fuel process. Experimental engine
benchmarking revealed the fuel map for throttle position
versus the fuel mass flow rate. Fuel is injected before the
piston reaches its respective TDC position, and an assumed
constant rate of injection occurs with a dynamic heat
release rate of the Arrhenius equation form (UdayaKumar
and Anand, 2004)
K = A exp( E a / RT g ) (5)
where A, Ea, R, and Tg denote the pre-exponential constant,
activation energy, gas constant, and gas temperature,
respectively. The subsequent heat release, Qin, is the
product of the mass of fuel burnt times the lower heating
value of fuel
Qin = m f ,b (K )Q LHV (6)
3.5 ENGINE ROTATIONAL DYNAMICS
The piston position, x, may be evaluated as a function
of crank angle, , where r is the crankshaft torque arm
radius and l is the connecting rod length (Norton, 2004),
such that
x = r cos + l 1 ( rl sin ) 2 (7)
The maximum piston position occurs where equals zero,
or simply, x=r+l, which corresponds to TDC. The
instantaneous cylinder volume, Vi, is the product of the
cylinder cross sectional or piston area, A, and the
instantaneous cylinder height. Based on crank angle, the
(2) volume and temperature yield a pressure used to find the
gas force acting on the piston so that Vi =Ahi and Fi=Ahi.
The in-cylinder pressure places a force on the piston
translated to a rotational gas torque on the crankshaft as a
function of given by
= Fr sin (1 + Lr cos ) (8)
The rotational shaft dynamics may be represented by a
(3) difference between the indicated torque and the applied
load torque so that
d e d
c p , are Je + Be e = L (9)
dt dt
where Je is assumed a constant moment of inertia
averaging the rotation of the crankshaft and flywheel in
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 addition to the cyclical movement of pistons and valves. 1
1
1
Similarly, Be is also taken as an average damping constant 1 Tbl Tco
R2 =
( ) (14b)
+
for all moving engine internals. The load torque is Ac c T 4 Tco
4
hc Ac bl


represented as L .
1
1
1
1 Tbl Ta
3.6 ENGINE THERMAL MODEL R3 =
( ) (14c)
+
Ab b T 4 Ta4
hb Ab bl


The estimation of the engine block and coolant
temperature will be needed to control cooled exhaust gas
Note that the thermal resistance R1 is also a function of the
recirculation hardware possibilities in later modeling
(Setlur et al., 2005). A lumped parameter resistance- crank angle position.
capacitance thermal model (e.g., Bohac et al., 1996) will The coolant node temperature differential equation
be derived for the liquid cooled diesel engine. The real becomes
time execution requirement of the thermal model demands dTco 1
a set of differential and algebraic equations that may be C co = (Tco Tbl ) 1 (Tco Ta ) (15)
dt R2 R4
readily solved (Wagner et al., 2002). The dynamic
mathematical model uses thermal capacitances, Ci, where the thermal capacitance is Cco = mcoc pco . The
convection resistances, and radiation resistances. The thermal resistance, R 4 , between the coolant fluid and
system temperatures include the three cylinder gases, Tg, j , ambient surrounding occurs through the radiator assembly
engine block, Tbl, coolant, Tc, and ambient air, Ta. Note which primarily features convective processes between the
that the nodal gas temperatures are the instantaneous gas ambient air and radiator tubing as well as between the
temperatures within the cylinder which vary according to coolant and radiator tubing (Wagner et al., 2001) so that
the ideal description coupled to the thermal model. 1 1
1
1 1
The cylinder gas temperature may be expressed as R4 = +
(16)
h fin,tube A fin,tube c pcom& co

dTg, j
Cg = Qin , j + Qout , j j=1,2,3 (10)
dt In this expression, the three terms m
& co , h fin ,tube , and
The time derivative of the gas temperature may be A fin , tube denote the coolant mass flow rate, heat transfer
approximated as
coefficient of the fines and tubes, and radiator fin/tube
Tg, j = Tj +
1
Cg
(
Qin , j + Qout , j ) j=1,2,3 (11)
surface area, respectively.

3.7 NOx EMISSIONS MODELING

where Qout is the heat loss to the cylinder walls which
becomes The composition of NOx is approximately 98% NO.
Consequentially, the extended Zeldovich mechanism may
Q out , j =
1
(
Tg, j Tbl ) j=1,2,3 (12) be an effective description of the formation of NO from the
R1 dissociation of atmospheric nitrogen. The process may be
summarized as follows
In this expression, R1 is the thermal resistance between the k1
gases and the block. The differential equation for the N 2 + O NO + N (17a)
engine block nodal temperature may be written as k4
k2
N + O2 NO + O (17b)
C bl
dTbl
dt
=
1
R1
(
Tbl Tg
1
R2
)
(Tbl Tco ) 1 (Tbl Ta )
R3
(13) k5
k3
N 2 + OH 2 NO + H (17c)
where Cbl = mbl c pbl denotes the engines block k6

capacitance. The three thermal resistances, R1 through R 3 , where ki (i=1,,6) are forward and reverse rate constants.
consider convective and radiative processes between the
Although a multi-dimensional model with individual
cylinder gases and engine block, engine block and coolant,
fuel droplet cells to calculate the NO formulation is ideal,
and engine block and ambient air, respectively so that the
an initial NO formation rate (Heywood, 1988) will suffice
expressions become
1
for this model
1 1
1
Tbl Ti
R1 =

h g Ag


+

(
Ag g T 4 Ti4
bl
)





f ( ) (14a) d [NO ] 6 x1016
= 0 .5
69090
exp [O2 ]e [N 2 ]e
1/ 2
(18)
dt T T

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 The equilibrium species [N2]e is taken from the right hand
side of the balanced chemical (1) even though the assumed
reaction disregards nitrogen dissociation. The difference
between available and depleted oxygen yields [O2]e and
the NO formation is restricted to occur during the burn
phase only.
4. EXPERIMENTAL CONFIGURATION
To validate the reduced order engine model, a small
displacement CIDI engine has been tested. A 697cc liquid
cooled three cylinder diesel engine (Daihatsu model
432447) has been mounted on a mobile cart and coupled to
a hydraulic brake dynamometer as shown in Figure 4a. An
EMS exhaust gas analyzer measures the levels of
hydrocarbons (HC), carbon oxides (COx), oxygen (O2), and
NOx. J-type thermocouples were inserted in the intake and
exhaust manifolds to provide air and exhaust charge
temperatures. Additional thermocouples were placed in the
upper and lower radiator hoses to monitor the cooling
system behavior. Furthermore, standard automotive
sensors were installed to measure the mass air flow rate to
the intake manifold, throttle position via a potentiometer,
and engine speed using an Omega remote optical sensor
located on the flywheel.
To later implement advanced thermal management
system concepts with an EGR cooler, servo-motor driven
components have been mounted on a mobile test cart (refer
to Figure 4b) to be interfaced to the diesel engine through
flexible coolant hoses. The radiator assembly (4.6L engine
sized) features a 12VDC fan (Summit Perma-cool high
performance electric fan) with 2,500 CFM. An Omega
HHF751-P1 anemometer/thermometer measures the air
speed and temperature. The variable flow coolant pump
Figure 4. (a) Mobile diesel engine test cart, and (b) smart thermal management system components
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(AMT 3704 straight centrifugal pedestal pump) is driven
by a HP DC-Shunt wound motor and is capable of
providing 56 GPM at 3450rpm. The custom smart
thermostat features an aluminum structure with butterfly
valve driven by a 12VDC servo-motor. An integrated
rotational potentiometer provides valve position feedback
for closed loop control. A series of K-type thermocouples
have been installed to measure the fluid temperature at the
inlet and exit of engine, as well as the inlet and exit of
automotive radiator. The experimental test plan will
explore the torque-speed curves and operating
performances for various maneuvers for the engine under
both original equipment and cooled EGR configurations.
5. NUMERICAL AND EXPERIMENTAL RESULTS
The initial validation of the diesel engine simulation
tool (refer to Table 1) has been performed using the three
cylinder engine. A variety of engine operating conditions
and test profiles have been explored in the Automotive
Research Laboratory with this engine. For this paper,
experimental data will be presented that corresponds to
steady state engine speeds between 1,000<N<3,000 RPM
with set point increments of 250 RPM. In other words, the
maximum torque (horsepower) versus speed graph was
experimentally gathered for the engine as shown in Figures
5 and 9, respectively. To gather this data, the throttle angle
was placed at wide open throttle and the crankshaft load
(dynamometer) was adjusted to achieve the maximum load
the engine could sustain at the prescribed rotational speed.
In an analogous manner, the diesel engine simulation was
operated for the same discrete engine speeds and the
numerical results are also displayed to allow a direct visual
comparison of the results.
 Figure 7: Simulated (solid) and experimental (dashed)
NOx emissions for a three cylinder diesel engine
Figure 5: Simulated (dashed) and experimental (solid)
torque curve for a three cylinder diesel engine
As shown in Figure 6, the estimated torque generally
agrees with the experimental measurements. However,
The thermal data points are recorded at each
maximum torque of 31.5 (30.0) ft*lbs occurs at 2,000
prescribed steady state operating engine speed and given
(2,500) RPM for the experimental (numerical) results. In
sufficient time to reach their thermal equilibrium. The
Figure 9, the estimated and actual horsepower versus
coolant temperature location is between the engine
engine speed is displayed for the same data set. Notice that
thermostat housing and the radiator. The experimental and
the model satisfactorily predicts the horsepower over the
simulated coolant temperatures are plotted in Figure 6. As
operating range, although the model over estimates the
shown in the graph, the temperatures closely agree over the
magnitude above speeds of 2,300 RPM. This discrepancy
operating range. The emissions data have been gathered
will be addressed through refinement of the combustion
with an exhaust gas analyzer and displayed alongside the
chemistry and heat release subsystem models.
simulation results in Figure 7. The analytical predictions
generally agree with the experimental data but some model
refinements are recommended. The engine speed, load, but
most importantly, the in-cylinder gas temperature play a
vital role for engine performance, emissions, and thermal
behavior. The exhaust temperature in Figure 8 is a good
indication of engine combustion efficiency. Notice that a
rise in d[T]/d[e] occurs at N=2000 rpm (i.e., peak torque).

Figure 8: Experimental exhaust temperature

6. SUMMARY AND CONCLUSIONS

Figure 6: Simulated (dashed) and experimental (solid)
coolant temperature for a three cylinder diesel engine
A real time mathematical model for small
displacement diesel engines has been derived and
numerically simulated. Although the simplified model does
not exhaustively consider all features of a diesel engine,
the analytical/empirical description could fulfill important

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 roles in supporting on-board control algorithms. An
experimental platform has been fabricated and testing
performed to gather data supporting general model
validation activities. Representative numerical and
experimental results have been presented for the common
torque-speed curve, thermal, and emissions to validate the
mathematical model. In the next step, cooled EGR will be
integrated into the diesel engine for emissions reduction.
The mathematical diesel engine model will serve as a basis
for a thermal control algorithm using cooled EGR
hardware and smart cooling components

Symbol Value Units

A 32.17 cm2
Ab 1 m2
Ac 0.75 m2
Afin.tube 8 m2
Be 0.03 - Figure 9: Simulated (dashed) and experimental (solid)
cpbl 883 J/kg*K horsepower curve for a small displacement diesel engine
cpco 3098.2 J/kg*K
cpg 1918 J/kg*K
g 0.10 - Bohac, S. V., Baker, D. M., and Assanis, D. N., A Global
c 0.60 - Model for Steady State and Transient S.I. Engine Heat
Transfer Studies, SAE paper no. 960073, 1996.
b 0.70 -
hb 100 W/m2*K Eberth, J., and Wagner, J., Emerging Trends in Vehicle
hc 3675 W/m2*K Thermal Management, ACTION Magazine, Special Issue
hg 500 W/m2*K on Cooling and Heat Exchange, Mobile Air Condition
hfin,tube 50 W/m2*K Society (MACS) Worldwide, vol. 4, no. 6, pp. 14-15,28,
Je 6 (kg m2) -1 September/October, 2004.
l 10 cm Eberth, J., Wagner, J., Afshar, B., and Foster, R.,
mbl 35 kg Modeling and Validation of Automotive Smart Thermal
mco 4 kg Management System Architectures, SAE paper no. 2004-
MWair 28.97 g/mol 01-0048, 2004.
MWfuel 170.328 g/mol
fuel 0.745 g/mol Heywood, J., Internal Combustion Engine Fundamentals,
r 3.4 cm McGraw-Hill., New York, 1988.
R 8.31 J/mol K Honma, J., Murao, T., and Yamashita, Y. Development of
1.35 - a Highly Efficient and Reliable Multi-Tube EGR Cooler,
QLHV 43.2 MJ/kg SAE paper no. 2004-01-1446, 2004.
Table 1: Summary of simulation model parameters
Hong, S., Assanis, D., and Wooldridge, M., Multi-
Dimensional Modeling of NO and Soot Emissions with
ACKNOWLEDGEMENTS Detailed Chemistry and Mixing in a Direct Injection
The authors would like to thank Drs. S. Pickard and B. Natural Gas Engine, SAE paper no. 2002-01-1112, 2002.
McCrae in the Chemistry Department at King College
Jung, D., and Assanis, D., Multi-Zone DI Diesel Spray
(Bristol, TN) for their guidance in the combustion
Combustion Model for Cycle Simulation Studies of Engine
chemistry details. Special thanks to Briggs & Stratton
Performance and Emissions, SAE paper no. 2001-01-
(Milwaukee, WI) for providing the equipment and
1246, 2001.
technical support
Norton, R., Design of Machinery, McGraw Hill, Boston,
2004.
REFERENCES
Rossini, F., Selected Values of Physical and
Asay, R., Svenson, K., and Tree, D., An Empirical, Thermodynamic Properties of Hydrocarbons and Related
Mixing-Limited, Zero-Dimensional Model for Diesel Compounds, Carnegie Press, Pittsburgh, 1953.
Combustion, SAE paper no. 2004-01-0924, 2004.

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 Setlur, P., Wagner, J., Dawson, D., and Marotta, E., An m& co Flow rate of coolant (kg/s)
Advanced Engine Thermal Management System:
Nonlinear Control and Test, IEEE/ASME Transactions on np Product moles of gas
Mechatronics, vol. 10, no. 2, pp. 11, 2005. nr Reactant moles of gas
N2 Nitrogen (diatomic)
UdayaKumar, R., and Anand, M, Multizone Combustion O2 Oxygen (diatomic)
Model for a Four Stroke Direct Injection Diesel Engine, Pa Atmospheric pressure (atm)
SAE paper 2004-01-0921, 2004. Pi Instantaneous cylinder pressure (atm)
r Crankshaft arm radius (cm)
Visnic, B., Thermostat, Thy Days are Numbered, Wards
R Universal gas constant 0.0821 (atm*L / mol*K)
AutoWorld, vol. 37, no. 6, pp. 53-54, 2001.
R1,2,3,4 Thermal resistance (W/K)
Wagner, J., Marotta, E., and Paradis, I. "Thermal Modeling TDC Top dead center
of Engine Components for Temperature Prediction and Ta Ambient temperature (K)
Fluid Flow Regulation", SAE paper 2001-01-1014, 2001. Ti Instantaneous cylinder temperature (K)
Va Volume of air entrained (L)
Wagner, J., Paradis, I., Marotta, E., and Dawson, D.,
Vi Instantaneous cylinder volume (L)
Enhanced Automotive Engine Cooling Systems - A
x Piston position (cm)
Mechatronics Approach, International Journal of Vehicle
Xmax Maximum piston position (cm)
Design, vol. 28, no. 1-3, pp. 214-240, 2002.
Constant for Cp/Cv
Wagner, J., Srinivasan, V., and Dawson, D., Smart Cumulative engine torque (ft*lb)
Thermostat and Coolant Pump Control for Engine Thermal Crank angle (radians)
Management Systems, SAE paper no. 2003-01-0272, Engine speed (rpm)
2003. b Emissivity of block
c Emissivity of coolant
g Emissivity of combustion gases
Stefan-Boltzman constant (W/m2K4)
APPENDIX: NOMENCLATURE LIST
A Piston area (cm2)
Ab Surface area of engine block
Ac Surface area of engine internal coolant jacket
Ag Surface area of cylinder walls
Afin,tube Surface area of radiator
Be Internal engine damping
cp Specific heat (kJ/kmol*K)
Cpbl Thermal capacitance of engine block (J/kg*K)
Cpco Thermal capacitance of coolant (J/kg*K)
Cpg Thermal capacitance of gases (J/kg*K)
CO2 Carbon dioxide
C12 H26 Dodecane fuel
EGR Exhaust gas recirculation
Fi Instantaneous cylinder force on piston (N)
hf Enthalpy of formation (kJ/kmol)
H2O(g) Water (gas)
hb Block heat transfer coefficient (W/m2*K)
hc Coolant eat transfer coefficient (W/m2*K)
hg Gas heat transfer coefficient (W/m2*K)
hi Instantaneous cylinder height (cm)
Je Engine rotation moment of inertia (kg*m2) -1
l Connecting rod length (cm)
mbl Mass of engine block (kg)
mco Mass of coolant (kg)

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