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11th International Conference Interdisciplinarity in Engineering, INTER-ENG 2017, 5-6 October
11th International Conference Interdisciplinarity in Engineering,
2017, Tirgu-Mures, Romania INTER-ENG 2017, 5-6 October
2017, Tirgu-Mures, Romania
Analysis and theoretical modeling of thermal influences on the inlet
Analysis andEngineering
Manufacturing theoretical Societymodeling ofConference thermal2017, influences on 28-30
the inlet
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process for a spark-ignition engine
Tudor Uliana,a, *,Vlad Vornicuaa, Edward Rakosiaa, Sorinel Talifaa
Costing models
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Abstract
A. Santanaa, P. Afonsoa,*, A. Zaninb, R. Wernkeb
Abstract a
University of Minho, 4800-058 Guimarães, Portugal
The air-fuel mixture inlet during the admission b stroke and
Unochapecó, also the
89809-000 discharge
Chapecó, SC, of the exhaust gas through the exhaustion, in the
Brazil
The air-fuel mixture inlet during the admission
process of gas change, influences directly the power stroke
andand
thealso
enginethe efficiency.
discharge of the exhaust
During gas we
this study, through the exhaustion,
will analysis in the
the conditions
process
of of gasdeployment,
the intake change, influences directly
especially fromthea power
thermaland the of
point engine
view,efficiency.
highlightsDuring this study,
influences we will analysis
with various the conditions
implications. Thereby,
of the intake
influence deployment,
of the especially
thermal regime of thefrom a thermal
engine pointthe
concerning of filling
view, highlights influences with various
how the heating implications.
of the air-fuel mixture Thereby,
affects
Abstract
influence
negativelyof thethe thermal
filling regime of
by reducing thethe engine
filling concerning
coefficient the ηfilling
values, highlights
v . Based
R R
how the
on the aspects heating
of the of the
analysis air-fuel
in the model mixture affects
developed by
negatively
the authors,the filling byasreducing
expressed a distinctthefunction
filling coefficient values,
of the degree η v . Based
of filling R on the on
depending
R aspects of the analysis
the temperature in the
of the model
charge air developed
at the end by
of
Under theprocess
the authors,
intake concept
expressedandofas a"Industry
distinct
further 4.0",
function
increase production
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the temperature ofthefilling
charge will
depending be on
air duringpushed to process,
theintake
the be increasingly
temperature of due to theinterconnected,
the charge air at thewith
contact endthe
of
the
warmintake
information process
surfaces based and
of the further
onengine. increase
a real The
timemodel theensures
basis temperature
and, of theresults
necessarily,
significant chargethat
much air can
more during
be the
usedintake
efficient. In process,
this thedue
context,
to improve to the contact
capacity
performance with
optimization
of the the
spark
warm
ignition
goes surfaces
engine.
beyond of traditional
the the engine. aimThe ofmodel ensures
capacity significant results
maximization, that can also
contributing be used to improve the performance
for organization’s profitabilityof andthevalue.
spark
ignition
© 2018 engine.
The Authors. Published by Elsevier B.V.
Indeed, lean management and continuous improvement approaches suggest capacity optimization instead of
© 2018 The under
Peer-review Authors. Published by
responsibility of Elsevier B.V. committee of the 11th International Conference Interdisciplinarity in
the scientific
maximization.
© 2018 The Authors.The study of capacity
Published by Elsevier optimization
B.V. and costing models is an important research topic that deserves
Peer-review
Engineering. under responsibility of the scientific committee of the 11th International Conference Interdisciplinarity in
contributions
Peer-review underfrom both the practical
responsibility and theoretical
of the scientific committee of perspectives. This paper
the 11th International presents
Conference and discussesina Engineering.
Interdisciplinarity mathematical
Engineering.
model for capacity management based on different costing models (ABC and TDABC). A generic model has been
Keywords: intake; filling coefficient; thermal regime of the engine; increase the temperature of the air-fuel mixture during the intake process;
developed
Keywords: and
theitfilling
temperatureintake;
of was coefficient;
air-fuel used to analyze
mixture. thermal idle capacity
regime and to
of the engine; design
increase thestrategies
temperaturetowards the maximization
of the air-fuel mixture during theofintake
organization’s
process;
value. Theoftrade-off
temperature the air-fuel capacity
mixture. maximization vs operational efficiency is highlighted and it is shown that capacity
optimization might hide operational inefficiency.
©
1. 2017 The Authors. Published by Elsevier B.V.
Introduction
1. Introduction
Peer-review under responsibility of the scientific committee of the Manufacturing Engineering Society International Conference
2017.
The air-fuel mixture inlet during the admission stroke and also the discharge of the exhaust gas through the
The air-fuel
exhaustion, in the mixture
processinlet
of gasduring the influences
change, admission directly
stroke and also the
the power anddischarge
the engineofefficiency.
the exhaust Thegas through
analysis the
of the
Keywords: Cost Models; ABC; TDABC; Capacity Management; Idle Capacity; Operational Efficiency
exhaustion, in the process of gas change, influences directly the power and the engine efficiency. The analysis of the

1. Introduction
* Corresponding author. Tel.: +40-741-559-338.
* E-mail
Corresponding
address:author. Tel.: +40-741-559-338.
uliantudor@yahoo.fr
The cost
E-mail of idle
address: capacity is a fundamental information for companies and their management of extreme importance
uliantudor@yahoo.fr
in modern©production
2351-9789 systems.
2018 The Authors. In general,
Published it isB.V.
by Elsevier defined as unused capacity or production potential and can be measured
in several©under
2351-9789
Peer-review ways: tons of production,
2018responsibility
The Authors. Published
of available
by Elsevier
the scientific B.V.hours
committee of manufacturing,
of the 11th etc. The
International Conference management
Interdisciplinarity of the idle capacity
in Engineering.
Peer-review underTel.:
* Paulo Afonso. responsibility
+351 253 of the761;
510 scientific committee
fax: +351 253 604of741
the 11th International Conference Interdisciplinarity in Engineering.
E-mail address: psafonso@dps.uminho.pt

2351-9789 © 2017 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the scientific committee of the Manufacturing Engineering Society International Conference 2017.
2351-9789 © 2018 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the scientific committee of the 11th International Conference Interdisciplinarity in Engineering.
10.1016/j.promfg.2018.03.100
696 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702
Tudor Ulian, et. al. / Procedia Manufacturing 00 (2018) 702–709 703

conditions of the intake deployment, especially from a thermal point of view, highlights influences with various
implications.

2. Analysis of the intake process

The influence of engine’s thermal regime concerning the filling, on different values of volumetric compression
ratio, ε, for the spark ignition engine it’s shown through some studies, in Fig. 1 (a) [5], which highlights how the
heating of the air-fuel mixture affects negatively the filling by reducing the filling coefficient values, η v .

Fig. 1. (a) The influence of engine’s thermal regime concerning the filling; (b) The average temperatures of intake system and combustion
chamber in a spark ignition engine.

As it was shown this analysis is a complex phenomenon, whereby the air-fuel mixture which has a T 0
temperature at the beginning of the intake, coming in contact with the warm parts of the engine and is mixed with
the residual gas fraction of the combustion chamber with the temperature T r , increases its temperature to a value T a ,
like in Fig.1 (b).
Consequently, at the end of the process, the inlet temperature of the working environment temperature T a is
higher than the initial T 0 .
This phenomenon leads to a drastic decrease of the coefficient of filling with the temperature increase of air-fuel
mixture. This variation is shown in Fig. 2 [5]. As can be seen, decrease of the coefficient of filling contributes at
decrease value of pressure p a , at the end of intake process as a result of gaso-dynamic loses on the intake route
especially at high engine speed [1, 2].

ηv
1.1
p_a=1
0.9 p_a=0,95
p_a=0,9
0.7 p_a=0,85
p_a=0,8
0.5 p_a=0,75
290 300 310 320 330 340 350 Ta

Fig. 2. The influence of air-fuel mixture temperature concerning filling coefficient

for different values of pressure at the end of the intake process.
 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702 697
704 Tudor Ulian, et. al. / Procedia Manufacturing 00 (2018) 702–709

This concise analysis shows that for improving the filling, the air-fuel mixture parameters from the end of intake
should be modified, in order to reduce the temperature T a and to rise the pressure p a .
The effect, but especially the efficiencies of these changes of the fresh charge parameters can be studied in the
light of their dependencies, analytically expressed through the theoretical model developed by the authors. Intake
process calculation through analytically method, imply some simplifying adoption valid for all engine types which
are recommended by speciality literature, namely: the fresh charge and residual gas fraction are considered ideal gas
and intake process take places only during the intake stroke [4].
On this line, a variety of papers [1, 2, 5] show us as at the end of intake process, temperature T a of air-fuel
mixture can be determined from balance thermal equation, considering that fresh air-fuel mixture, as it presented
above, is heated by the warm engine pieces and also by the exhaust gas, reaching to a equation like:

𝑇𝑇0′+𝛾𝛾𝑟𝑟 ⋅𝑇𝑇𝑟𝑟 𝑇𝑇0 +𝛥𝛥𝛥𝛥+𝛾𝛾𝑟𝑟 ∙𝑇𝑇𝑟𝑟

𝑇𝑇𝑎𝑎 = = , (1)
1+𝛾𝛾𝑟𝑟 1+𝛾𝛾𝑟𝑟

where:
T 0 ′=T 0 +ΔT – temperature of fresh air-fuel mixture after heating through contact the warm engine pieces, [K]
T 0 – the initial temperature of fresh air-fuel mixture, [K]
ΔT – the rise temperature of fresh air-fuel mixture during intake process because of the contact with warm engine
pieces, estimated usually at values: ΔT = 10 ÷ 50 °C;
γ r – coeficent of residual gas fraction, estimated usually at values: γ r =0,04 ÷0,10;
T r – temperature of residual gas fraction [K];
Warm surfaces of the intake path as well as combustion chamber where the air-fuel mixture reaches have
different temperature, as shown in Fig. 3 (a). Because of the different temperature, for a proper evaluation, the
global heating level of the fresh air-fuel mixture is preferred to be estimated through the heating range, δ, expresed
by the ratio:

𝑇𝑇0 +𝛥𝛥𝛥𝛥
𝛿𝛿 = (2)
𝑇𝑇0

Considering other calculation method of fresh air-fuel mixture, the temperature T a can be expresed by :

𝑇𝑇0 ��1−𝜑𝜑𝑝𝑝𝑝𝑝 �∙𝑘𝑘𝑎𝑎 �

𝑇𝑇𝑎𝑎 = ∙ 𝛿𝛿 (3)
1−𝜑𝜑𝑝𝑝𝑝𝑝 +𝛾𝛾𝑟𝑟

where:
T 0 – the initial temperature of fresh air-fuel mixture, equal with the ambient temperature [K];
φ pu =0,08÷0,25 – post-filling coefficient ;
k a – the adiabatic index of gas flow during the intake process;
This relation can be expressed conveniently as a function with heating range δ,

T a = f (δ), (4)

which, forwards, leads to the expression:

−1
𝑇𝑇𝑎𝑎 = 𝑐𝑐𝑇𝑇𝑇𝑇 ∙ 𝑐𝑐𝑎𝑎 ∙ 𝑐𝑐𝑝𝑝𝑝𝑝 ∙ 𝛿𝛿 (5)

where, the constants introduced have the following meaning:

𝑐𝑐𝑇𝑇𝑇𝑇 = 𝑇𝑇0 – temperature constant;
𝑐𝑐𝑎𝑎 = 𝑘𝑘𝑎𝑎 ∙ �1 − 𝜑𝜑𝑝𝑝𝑝𝑝 � ∙ 𝑘𝑘𝑎𝑎 – constant that characterizes gas flow during the intake process;
−1
𝑐𝑐𝑝𝑝𝑝𝑝 = 1 − 𝜑𝜑𝑝𝑝𝑝𝑝 + 𝛾𝛾𝑟𝑟 – the constant which influenced the filling process of the cylinder with air fuel mixture;
698 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702
Tudor Ulian, et. al. / Procedia Manufacturing 00 (2018) 702–709 705

In these conditions, the temperature T a become, obviously, proportional with the warm range δ, aspect
highlighted in Fig. 3 (a). On this line, it is observed that the significant influence of the warm range on the
temperature value rise of the air fuel mixture T a , with all the implications shown.

Fig. 3. (a) Temperature variation in relation with value of fresh air-fuel mixture warm range; (b) Temperature of air-fuel mixture variation on the
end of intake process T a , depending the value of residual gas fraction γ r .

The exhaust gases temperature, noted in specialty literature, as is shown by T r can vary between 750 [K] and
1100 [K], the value depends by the compression ratio value ε, by the excess air value λ, and also by the speed engine
ratio n.
To the park ignition engine which use the liquid fuel, the temperature T r , has values between 900 [K] and 1100
[K], like the specialty studies recommends.
Quantifying the influence factors listed above, relative to the exhaust gases temperature T r , for values of the
excess air coefficient λ ≤ 1 specific to the nominal engine regime it may be estimated with the following expression:

1450 738
𝑇𝑇𝑟𝑟 = − + 0,14𝑛𝑛 + 1336 [𝐾𝐾] (6)
𝜀𝜀 𝜆𝜆

where n is the engine speed expressed in [rpm].

At the same time, the exhaust gas coefficient γ r , which intervenes in the relation (1) it is defined by the specialty
literature like the ratio between the kilomoles number of the exhaust gases being in the cylinder at the end of the
exhaust process, N r , and the kilomoles number of the air fuel mixture entered in the cylinder N g :

𝑁𝑁𝑟𝑟
𝛾𝛾𝑟𝑟 = (7)
𝑁𝑁𝑔𝑔

Like it is observed from the relation (1), the quantity of the exhaust gases, expressed as it was shown by the
exhaust gases coefficient γ r , influences the temperature value of the air fuel mixture T a . This aspect is highlighted in
Fig. 3 (b), where the temperature variation of the air fuel mixture it is presented at the end of the intake process, T a ,
depending the value of the exhaust gases coefficient γ r . The variation area of the γ r was extensive so as to include
and the engine of the old generation. The graphic representation it was done for two usual values of the exhaust
gases temperature: T r1 = 600 [K] and T r2 = 800 [K]. When establishing this dependence it was considered that the
temperature of the intake air is T a = 288 [K], and the temperature rise of the air fuel mixture during the intake
process ΔT = 303 [K].
The filling range or the filling coefficient, noted η v , represents an appreciation criteria of the degree of perfection
of the cylinder filling and is defined, like a ratio between the fresh air fuel mixture quantity in the cylinder at the end
of the intake process and the theoretical quantity of the fresh air fuel mixture which can be introduced in the cylinder
capacity V s to the pressure and the ambient temperature. The majority of the models recommends the following
 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702 699
706 Tudor Ulian, et. al. / Procedia Manufacturing 00 (2018) 702–709

computation relation, established based on the equations of the energy balance applied to the intake process,
obviously inside of various conditions which simplify the real phenomenon [1, 2, 3].

𝑝𝑝𝑎𝑎 𝑇𝑇0 𝜀𝜀 1
𝜂𝜂𝑣𝑣 = (8)
𝑝𝑝0 𝑇𝑇𝑎𝑎 𝜀𝜀−1 1−𝜑𝜑𝑝𝑝𝑝𝑝 +𝛾𝛾𝑟𝑟

where:
𝑝𝑝𝑎𝑎 − the pressure of the air fuel mixture at the end of the intake [daN/cm2];
𝑝𝑝0 − the pressure of the fresh air fuel mixture [daN/cm2];
𝑇𝑇𝑎𝑎 − the temperature of the air fuel mixture at the end of the intake process[K];
𝑇𝑇0 − the initial temperature of fresh air fuel mixture [K];
𝜀𝜀 − the compression ratio;
𝜑𝜑𝑝𝑝𝑝𝑝 = 0,08 … 0,25 − post-filling coefficient;
𝛾𝛾𝑟𝑟 − the coefficient of the residual gas fraction.
The relation shows the direct connection between the filling coefficient η v and the temperature of the air fuel
mixture at the end of the intake process T a and indicates the fact that for obtain a rise value of the filling degree the
temperature of the air fuel mixture at the end of the intake process needs to be as low as possible. However, in the
literature there are recommendations that the temperature T a must not fall below a certain value, to ensure a proper
lubrication for the cylinders [2].
Physically, the modifications of the fresh air fuel mixture parameters, regarding the improvement of the cylinders
filling, means in the first way, the decrease of the engine pieces temperature which the air fuel mixture get in touch.
In this line, it is take into consideration the decrease of the temperature rise ΔT of the fresh air fuel mixture during
the intake process.
An important fact the realization of this desideratum it is the temperature of the engine coolant liquid. Indeed, as
the experimental dates indicates, the engine coolant liquid has influences on the temperature difference ΔT and
implicit, on the filling coefficient, as we can observe in the Fig. 4 (a).

Fig. 4. (a) Temperature influence of coolant liquid on values of filling coefficient; (b) Variation of residual gas fraction temperature depending
of speed on full load.

3. The proposed theoretical model

Based on the aspects of the analysis in the model developed by the authors, expressed as a distinct function of the
degree of filling depending on the temperature of the charge air at the end of the intake process and further increase
the temperature of the charge air during the intake process, due to the contact with the warm surfaces of the engine.
For this purpose, in a first phase, the dependence of the fresh charge temperature at the end of the intake process
T a was expressed, depending on the increase of the temperature during the intake process due to contact with the hot
surfaces of the engine, Δ T .
700 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702
Tudor Ulian, et. al. / Procedia Manufacturing 00 (2018) 702–709 707

𝑇𝑇𝑎𝑎 = 𝑓𝑓(∆𝑇𝑇0 ) (9)

For explanation of this function in the relation (1) separating the variable and grouping appropriately the terms
considered constant it is obtained:

1
𝑇𝑇𝑎𝑎 ( ∆𝑇𝑇0 ) = �𝑐𝑐𝑢𝑢𝑢𝑢 + ∆𝑇𝑇0 �, (10)
𝑐𝑐𝑒𝑒𝑒𝑒

where,
𝑐𝑐𝑒𝑒𝑒𝑒 = 1 + 𝛾𝛾𝑟𝑟 – represents the constant introduced by the author and describe the exhaust gas through the
exhaustion;
𝑐𝑐𝑢𝑢𝑢𝑢 = 𝛾𝛾𝑟𝑟 ∙ 𝑇𝑇𝑟𝑟 + 𝑇𝑇0 – represents the constant from the proposed model which influenced the filling process o the
cylinder with air fuel mixture, being also a notion introduced by the authors inside of the presented study;
Regarding the study of the temperature value influences of the air fuel mixture at the end of the intake process T a ,
about the cylinder filling, it is introduced the function:

𝜂𝜂𝑣𝑣 = 𝑓𝑓(𝑇𝑇𝑎𝑎 ) (11)

To develop this function, it is starting from relation (8), where, after the isolation of the variable T a it is grouping
corresponding the influences which are exercised the constants which occurs, obtaining the expression:

−1
𝜂𝜂𝑣𝑣 (𝑇𝑇𝑎𝑎 ) = 𝑐𝑐𝑝𝑝 ∙ 𝑐𝑐𝑇𝑇𝑇𝑇 ∙ 𝑐𝑐𝜀𝜀 ∙ 𝑐𝑐𝑝𝑝𝑝𝑝 ∙ 𝑇𝑇𝑎𝑎−1 (12)

where the constants introduced inside of the study have the following meaning:
𝑝𝑝
𝑐𝑐𝑝𝑝 = 𝑎𝑎 – the pressure constant;
𝑝𝑝0

𝑐𝑐𝑇𝑇𝑇𝑇 = 𝑇𝑇0 – the temperature constant;

𝜀𝜀
𝑐𝑐𝜀𝜀 = – the constructive constant;
𝜀𝜀−1
−1
𝑐𝑐𝑝𝑝𝑝𝑝 = 1 − 𝜑𝜑𝑝𝑝𝑝𝑝 + 𝛾𝛾𝑟𝑟 – the constant which influenced the filling process of the cylinder with air fuel mixture;
Forwards, replaced in this relation the function that we previous obtained T a = f (ΔT), we reached to a convenient
form of the function (11):

−1
𝜂𝜂𝑣𝑣 (𝛥𝛥𝛥𝛥) = 𝑐𝑐𝑝𝑝 ∙ 𝑐𝑐𝑇𝑇𝑇𝑇 ∙ 𝑐𝑐𝜀𝜀 ∙ 𝑐𝑐𝑝𝑝𝑝𝑝 ∙ 𝑐𝑐𝑒𝑒𝑒𝑒 ∙ (𝑐𝑐𝑢𝑢𝑢𝑢 + 𝛥𝛥𝛥𝛥)−1 (13)

Considering a constant value in relation with the engine speed of a excess air coefficient, λ=0.9, from a
constructive point of view ε=9.2, by inserting the relation (6) in relation (1) we can obtained the dependence
T a = f (ΔT) at various speeds from the operating range of engine for an appropriate adjustment for total engine load:

𝑇𝑇0 +𝛥𝛥𝛥𝛥+𝛾𝛾𝑟𝑟 1450 738

𝑇𝑇𝑎𝑎 = [ − + 0,14𝑛𝑛 + 1336] (14)
1+𝛾𝛾𝑟𝑟 𝜀𝜀 𝜆𝜆

By customizing, the function T a = f (ΔT) n gets into:

1 1
𝑇𝑇𝑎𝑎 (∆𝑇𝑇)𝑛𝑛 = [𝑇𝑇0 + 𝛾𝛾𝑟𝑟 (14 ∙ 10−2 ∙ 𝑛𝑛 + 673,6) + ∆𝑇𝑇] = (𝑐𝑐𝑢𝑢𝑢𝑢𝑛𝑛 + ∆𝑇𝑇) (15)
𝑐𝑐𝑒𝑒𝑒𝑒 𝑐𝑐𝑒𝑒𝑒𝑒

Where 𝑐𝑐𝑢𝑢𝑢𝑢𝑛𝑛 = 𝑇𝑇0 + 𝛾𝛾𝑟𝑟 (14 ∙ 10−2 ∙ 𝑛𝑛 + 673,6) represents the filling constant at the various speeds from the
operating field of engine to its total load.
 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702 701
708 Tudor Ulian, et. al. / Procedia Manufacturing 00 (2018) 702–709

In this conditions, the function (13) it is expressed by η v =f(T a ) n , according to more operating speeds of the
engine:

−1
𝜂𝜂𝑣𝑣 (𝛥𝛥𝛥𝛥)𝑛𝑛 = 𝑐𝑐𝑝𝑝 ∙ 𝑐𝑐𝑇𝑇𝑇𝑇 ∙ 𝑐𝑐𝜀𝜀 ∙ 𝑐𝑐𝑝𝑝𝑝𝑝 ∙ 𝑐𝑐𝑒𝑒𝑒𝑒 ∙ (𝑐𝑐𝑢𝑢𝑢𝑢𝑛𝑛 + 𝛥𝛥𝛥𝛥)−1 (16)

4. The theoretical model results and conclusions

Starting from the physically-mathematical model previous presented it is adopted for the temperature rising of the
fuel-air mixture during the intake because of the contact with the warm engine surfaces, ΔT, values situated into a
temperature range, according with the experimental data indicated by specialty literature [1, 2, 5], reaching to the
line matrix M (ΔT) :

M (ΔT) = ( 10 °C, 20 °C, 30 °C, 40 °C, 50 °C ) (17)

Introducing this values in the function (10) and customizing the defined constants in the model, it is obtained the
defined variation by (9), which return the temperature dependencies of the air fuel mixture at the final of the intake
process T a , depending by the temperature rise ΔT, considered the same at the tota l load and various speeds. This
dependence it is shown in Fig. 4 (b), while in Fig. 5 it is shown simultaneously the temperature dependence T r with
the engine speed, also at the total load. Fig. 4 (b) indicate that for a 80% reduction of the temperature rising during
the intake, considered maximum because of the contact with the warm engine surfaces, an approximated 40%
reduction of the air-fuel mixture temperature it is obtained at the final intake process. The variation highlighted
inside of the model suggests the possibility of the filling coefficient improvement of the cylinder on this way and
finally, the improvement of the engine performance.
Forwards, inside of the proposed model by the authors, customizing the specific constants defined in the function
(12) and introducing the dependence established above it is obtained the filling coefficient improvement of the
engine cylinder, once with the air fuel mixture temperature reduction at the end of the intake process, T a . This
dependence is presented in Fig. 6 and highlight the rising of the filling coefficient, theoretically around on 11.5 %,
under conditions of a 10.16% air fuel mixture decrease, T a .
The filling coefficient variation at the various speeds depending of the air fuel mixture heating, obtained based on
the function (16) is presented in Fig. 7. It is highlighted a cylinder filling improvement to lower temperatures.
As the conclusions of the theoretical model presented in the paper we can emphasize the following aspects:
• In this study it’s analysed the conditions of the intake deployment, especially from a thermal point of view,
highlighting influences on filling.
• The degree of filling is expressed as a distinct function depending on the temperature of the charge air at the end
of the intake process.

Fig. 5. Variation of fresh air-fuel mixture temperature depending of temperature rise on various speeds.
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702 Tudor Ulian et al. / Procedia Manufacturing 22 (2018) 695–702

Fig. 6. Influence of the air-fuel mixture temperature reduction at the end of the intake process, T a concernig the value of filling coefficient.

Fig. 7. Variation of filling coefficient concerning the heating of fresh air-fuel mixture on various speeds.

• This theoretical model shows the direct connection between the filling coefficient and the temperature of the air
fuel mixture at the end of the intake process and indicates the fact that, for obtain a rise value of the filling
degree, the temperature of the air fuel mixture at the end of the intake process needs to be as low as possible.
• The model developed ensures significant results that can be used to improve the performance of the spark
ignition engine.

References

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