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Boost Theory
Boost Theory
Theory
AVL BOOST
VERSION 2010
http://www.avl.com
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This document describes how to run the BOOST software. It does not attempt to discuss all the
concepts of 1D gas dynamics required to obtain successful solutions. It is the user’s responsibility
to determine if he/she has sufficient knowledge and understanding of gas dynamics to apply this
software appropriately.
This software and document are distributed solely on an "as is" basis. The entire risk as to their
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Table of Contents
1. Introduction _____________________________________________________1-1
1.1. Scope _______________________________________________________________________1-1
1.2. User Qualifications ___________________________________________________________1-1
1.3. Symbols _____________________________________________________________________1-1
1.4. Documentation_______________________________________________________________1-2
AST.01.0114.2010 - 19-Nov-2010 i
BOOST v2010 Theory
ii AST.01.0114.2010 - 19-Nov-2010
Theory BOOST v2010
List of Figures
Figure 2-1: Considered Mass Fractions ................................................................................................................ 2-2
Figure 2-2: Energy Balance of Cylinder ............................................................................................................... 2-5
Figure 2-3: Inner Valve Seat Diameter ................................................................................................................ 2-8
Figure 2-4: User-Defined Scavenging Model...................................................................................................... 2-11
Figure 2-5: Standard Crank Train...................................................................................................................... 2-11
Figure 2-6: Approximation of a Measured Heat Release................................................................................... 2-18
Figure 2-7: Influence of Shape Parameter 'm'.................................................................................................... 2-19
Figure 2-8: Superposition of Two Vibe Functions ............................................................................................. 2-20
Figure 2-9: Flame Arrival at Cylinder Wall; Beginning of Wall-Combustion Mode ........................................ 2-26
Figure 2-10: Flame Front Propagation .............................................................................................................. 2-27
Figure 2-11: Cylinder Volume Partitioning ....................................................................................................... 2-30
Figure 2-12: Valve Seat Geometry....................................................................................................................... 2-32
Figure 2-13: Flame Front Combustion Weight.................................................................................................. 2-34
Figure 2-14: Description of 6 Zones and their Interaction................................................................................ 2-39
Figure 2-15: Pipe Bend Parameters ................................................................................................................... 2-57
Figure 2-16: Pipe Bend Loss Coefficient ............................................................................................................ 2-57
Figure 2-17: Finite Volume Concept................................................................................................................... 2-59
Figure 2-18: Linear Reconstruction of the Flow Field ...................................................................................... 2-59
Figure 2-19: Pressure Waves from Discontinuities at Cell Borders ................................................................. 2-60
Figure 2-20: Main transport effects in a pipe consisting of different wall layers ............................................ 2-61
Figure 2-21: Forward / Backward Running Waves............................................................................................ 2-63
Figure 2-22: 3D cells, connections and attachments ......................................................................................... 2-66
Figure 2-23: Perforated Pipes contained in Pipe ............................................................................................... 2-67
Figure 2-24: Two perforated Pipes contained in Plenum.................................................................................. 2-68
Figure 2-25: The Pressure Function ψ ...............................................................................................................2-70
Figure 2-26: Distillation curves for different fuel types (Source: www.chevron.com)..................................... 2-73
Figure 2-27: Full Check Valve Model ................................................................................................................. 2-75
Figure 2-28: Waste Gate...................................................................................................................................... 2-76
Figure 2-29: Flow Patterns in a Y-Junction....................................................................................................... 2-77
Figure 2-30: Flow Chart of the ECU .................................................................................................................. 2-83
Figure 2-31: Restriction end correction.............................................................................................................. 2-89
Figure 2-32: Open end correction. ...................................................................................................................... 2-90
Figure 2-33: Helmholtz end correction. ............................................................................................................. 2-90
Figure 2-34: External Microphone...................................................................................................................... 2-91
Figure 2-35: Sound pressure level A-weighting ................................................................................................. 2-92
Figure 2-36: External Microphone with ground reflection ............................................................................... 2-92
Figure 2-37: Rate of Heat Release ...................................................................................................................... 2-93
1. INTRODUCTION
BOOST simulates a wide variety of engines, 4-stroke or 2-stroke, spark or auto-ignited.
Applications range from small capacity engines for motorcycles or industrial purposes up
to large engines for marine propulsion. BOOST can also be used to simulate the
characteristics of pneumatic systems.
1.1. Scope
This document describes the basic concepts and methods for using the BOOST program to
perform engine cycle simulation.
1.3. Symbols
The following symbols are used throughout this manual. Safety warnings must be strictly
observed during operation and service of the system or its components.
Convention Meaning
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BOOST v2010 Theory
1.4. Documentation
BOOST documentation is available in PDF format and consists of the following:
BOOST
Release Notes
Users Guide
Primer
Examples
Theory
Aftertreatment
Aftertreatment Primer
Linear Acoustics
Surface Import
1D-3D Coupling
Interfaces
Validation
BOOST Hydsim
Release Notes
Users Guide
Primer
BOOST Real-Time (RT)
Release Notes
Users Guide
BOOST Thermal Network Generator (TNG)
Users Guide
Primer
AVL Workspace (AWS)
Release Notes
GUI Users Guide
Python Scripting
DoE and Optimization
Installation Guide
Licensing Users Guide
System Requirements and Supported Platforms
Known Issues are available on the AST Service World – Knowledge Base:
Link to AWS Known Software Issues
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Theory BOOST v2010
2. THEORETICAL BASIS
Theoretical background including the basic equations for all available elements is
summarized in this chapter to give a better understanding of the AVL BOOST program.
This chapter does not intend to be a thermodynamics textbook, nor does it claim to cover
all aspects of engine cycle simulation.
The air fuel ratio characteristic for the combustion products is calculated from
wCP − wFB
AFCP = (2.1.2)
wFB
Figure 2-1 shows the relations of the mass fractions to each other.
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BOOST v2010 Theory
For the calculation of the gas properties of exhaust gases the air fuel ratio is used as a
measure for the gas composition. Air fuel ratio in this context means the air fuel ratio at
which the combustion took place from which the exhaust gases under consideration
originate. The composition of the combustion gases is obtained from the chemical
equilibrium considering dissociation at the high temperatures in the cylinder.
c pk M
= ∑ a mk T ( m −1) (1)
R m =1
T
H k = ∫ c pk dT (2)
0
so that
Hk M
a mk T ( m−1) a M +1,k
=∑ + (3)
RT m=1 m T
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T c pk
Sk = ∫ dT (4)
0 T
so that
Sk M
a T ( m −1)
= a 1k ln T + ∑ mk + a m + 2,k (5)
R m=2 m −1
c pk
= a 1k + a 2 k T + a 3k T 2 + a 4 k T 3 + a 5 k T 4 (6)
R
Hk a 2k a a a a
= a 1k + T + 3k T 2 + 4 k T 3 + 5 k T 4 + 6 k (7)
RT 2 3 4 5 T
Sk a 3k 2 a 4 k 3 a 5 k 4
= a 1k ln T + a 2 k T + T + T + T + a 7k (8)
R 2 3 4
O HCl
O2 HCNO
OH GASOLINE
CO HYDROGEN
CO2 METHANE
N METHANOL
N2 ETHANOL
NO DIESEL
NO2 BUTANE
NO3 PENTANE
N2O PROPANE
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BOOST v2010 Theory
NH3 CH4
H C2H2
H2 C2H4
H2O C2H6
SO C3H4
SO2 C3H6
SO3 C3H8
For all cases where the above list is not sufficient (i.e. for HCCI auto-ignition) the “User
Database” enables the user to specify properties for and arbitrary number of additional
species (or to overrule the properties for the species in the internal database.
• Results: For all results referring to a “Fuel” (traces, transients, summary) all
species defined as fuel components are summed up. This means that the specified
ratio is NOT considered.
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Theory BOOST v2010
2.2. Cylinder
The calculation of the thermodynamic state of the cylinder is based on the first law of
thermodynamics:
d (mc ⋅ u ) dV dQ F dQ
= − pc ⋅ + −∑ w
dα dα dα dα
(2.2.1)
dm dm dm dm
− hBB ⋅ BB + ∑ i ⋅ hi − ∑ e ⋅ h − qev ⋅ f ⋅ ev
dα dα dα dt
The variation of the mass in the cylinder can be calculated from the sum of the in-flowing
and out-flowing masses:
dmc dm dm dm BB dmev
=∑ i −∑ e − + (2.2.2)
dα dα dα dα dt
where:
d (mc ⋅ u )
change of the internal energy in the cylinder
dα
dV
− pc ⋅ piston work
dα
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BOOST v2010 Theory
dQF
fuel heat input
dα
dQw
∑ dα wall heat losses
dmBB
hBB ⋅ enthalpy flow due to blow-by
dα
mc mass in the cylinder
pc cylinder pressure
V cylinder volume
QF fuel energy
α crank angle
dm BB
blow-by mass flow
dα
dmi mass element flowing into the cylinder
The first law of thermodynamics for high pressure cycle states that the change of the
internal energy in the cylinder is equal to the sum of piston work, fuel heat input, wall
heat losses and the enthalpy flow due to blow-by.
Internal/External Mixture Preparation:
Equation 2.2.1 is valid for engines with internal and external mixture preparation.
However, the terms, which take into account the change of the gas composition due to
combustion, are treated differently for internal and external mixture preparation.
For internal mixture preparation it is assumed that
• the fuel added to the cylinder charge is immediately combusted
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Theory BOOST v2010
• the combustion products mix instantaneously with the rest of the cylinder charge
and form a uniform mixture
• as a consequence, the A/F ratio of the charge diminishes continuously from a high
value at the start of combustion to the final value at the end of combustion.
For external mixture preparation it is assumed that
1
pc = ⋅ mc ⋅ Ro ⋅ Tc (2.2.3)
V
establishing the relation between pressure, temperature and density, equation 2.2.1 for the
in-cylinder temperature can be solved using a Runge-Kutta method. Once the cylinder
temperature is known, the cylinder pressure can be obtained from the gas equation.
dm 2
= Aeff ⋅ po1 ⋅ ⋅ψ (2.2.4)
dt Ro ⋅ To1
dm
mass flow rate
dt
Aeff effective flow area
Ro gas constant
κ +1
⎡ 2
⎤
κ ⎛ p ⎞ κ ⎛ p ⎞ κ
ψ= ⎢
⋅ ⎜⎜ 2
⎟⎟ − ⎜⎜ 2
⎟⎟ ⎥ , (2.2.5)
κ − 1 ⎝ po1 ⎠ ⎝ po1 ⎠ ⎥
⎢
⎢⎣ ⎦⎥
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BOOST v2010 Theory
1
⎛ 2 ⎞ κ −1 κ
ψ = ψ max =⎜ ⎟ ⋅ . (2.2.6)
⎝ κ + 1⎠ κ +1
The actual effective flow area can be determined from measured flow coefficients μσ:
d vi ⋅ π
2
Aeff = μσ ⋅ (2.2.7)
4
μσ flow coefficient of the port
The flow coefficient μσ varies with valve lift and is determined on a steady-state flow test
rig. The flow coefficient, μσ, represents the ratio between the actual measured mass flow
rate at a certain pressure difference and the theoretical isentropic mass flow rate for the
same boundary conditions. The flow coefficient is related to the cross section area. of the
attached pipe.
The inner valve seat diameter used for the definition of the normalized valve lift can be
seen in the following figure:
The composition of the gases leaving the cylinder via the exhaust port is determined by the
scavenging model.
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Theory BOOST v2010
2.2.1.2. Scavenging
A perfect mixing model is usually used for four-stroke engines. This means that the
composition of the exhaust gases is the mean composition of the gases in the cylinder, and
also that the energy content of the exhaust gases is equivalent to the mean energy content
of the gases in the cylinder. In this case the change of the air purity over crank angle can
be calculated from the following formula:
dR 1 dm
= ⋅ (1 − R ) ⋅ i (2.2.8)
dα mc dα
R air purity
In the case of a two-stroke engine, the perfect mixing model is not sufficient for accurate
simulations. For this reason BOOST also offers a perfect displacement scavenging model
and a user-defined scavenging model.
In the perfect displacement model no mixing between intake and residual gases takes place
and pure residual gases leave the cylinder (so long as they are available).
The User-defined scavenging model used in the BOOST code divides the cylinder into the
displacement zone and the mixing zone.
SCAVENGING TYPE A
According to the (positive) Scavenging Quality QSC the incoming gas delivers both the
displacement and the mixing zone while pure mixing zone gas is leaving the cylinder
m& ID
QSC = >0
m& IZ
SCAVENGING TYPE B
According to the (negative) Scavenging Quality QSC the incoming gas is flowing into the
mixing zone and partially short-circuited to the exhaust port, while shortcut and mixing
zone gas is leaving the cylinder.
m& IS
QSC = − <0
m& IZ
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BOOST v2010 Theory
Taking these two scavenging types into account, the Scavenging Quality Function
QSC (SE ) is calculated from the user defined Scavenging Efficiency Function SE(SR).
ρ = const
m (t ) VCY = const V AS (t )
SR (t ) = AS =
mSREF VZ
m AS aspirated mass
ρ = const
m (t ) VCY = const VTAS (t )
SE (t ) = TAS =
mZEVC VZ
To consider the different zone temperatures (and densities) during the scavenging process,
the scavenging efficiency SE(t) (used for calculating the scavenging quality QSC (t)=
QSC ( SE (t )) ) is determined as follows:
t
⎛ m& IZ (τ ) m& EF (τ ) ⎞
∫ ⎜⎜⎝ ρ (τ ) − ρ (τ ) ⎟⎟⎠ dτ
SE (t ) =
t0 IZ EF
mZ (t )
ρ Z (t )
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Theory BOOST v2010
In order to specify the quality of the scavenging system of a two-stroke engine, scavenging
efficiency is required as a function of scavenge ratio SE(SR). This can be obtained from
scavenging tests.
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BOOST v2010 Theory
2
⎛r e⎞
s = (r + l ) ⋅ cosψ − r ⋅ cos(ψ + α ) − l ⋅ 1 − ⎜ ⋅ sin (ψ + α ) − ⎟ (2.2.9)
⎝l l⎠
⎛ e ⎞
ψ = arcsin⎜ ⎟ (2.2.10)
⎝r +l ⎠
In the case of the liner wall temperature, the axial temperature variation between the
piston TDC and BDC position is taken into account:
1 − e − c⋅x
TL = TL ,TDC ⋅ (2.2.12)
x⋅c
⎛T ⎞
c = ln⎜⎜ L ,TDC ⎟⎟ (2.2.13)
⎝ TL ,BDC ⎠
TL liner temperature
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Theory BOOST v2010
For the calculation of the heat transfer coefficient, BOOST provides the following heat
transfer models:
• Woschni 1978
• Woschni 1990
• Hohenberg
• Lorenz (for engines with divided combustion chamber only)
• AVL 2000 Model
WOSCHNI Model
The Woschni model published in 1978 [C29] for the high pressure cycle is summarized as
31
follows:
0.8
⎡ V ⋅T ⎤
⋅ ⎢C1 ⋅ cm + C 2 ⋅ D c ,1 ⋅ ( pc − pc ,o )⎥
− 0.53
α w = 130 ⋅ D −0.2
⋅ pc
0.8
⋅ Tc (2.2.14)
⎣⎢ pc ,1 ⋅ Vc ,1 ⎦⎥
C1 = 2.28 + 0.308 ⋅ cu / cm
D cylinder bore
cm mean piston speed
cu circumferential velocity
The modified Woschni heat transfer model published in 1990 [C30] aimed at a more 31
0.8
−0.53
⎧⎪ ⎡ ⎛ VTDC ⎞
2
⎤⎫
−0.2 ⎪
α w = 130 ⋅ D −0.2
⋅ pc
0.8
⋅ Tc ⋅ ⎨c1 ⋅ cm ⋅ ⎢1 + 2⎜ ⎟ ⋅ IMEP ⎥ ⎬ (2.2.15)
⎪⎩ ⎣⎢ ⎝ V ⎠ ⎦⎥ ⎪⎭
2
VD ⋅ Tc ,1 ⎛V ⎞
C2 ⋅ ⋅ ( pc − pc ,o ) ≥ 2 ⋅ C1 ⋅ cm ⋅ ⎜ TDC ⎟ ⋅ IMEP −0.2 ,
pc ,1 ⋅ V ⎝ V ⎠
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BOOST v2010 Theory
the heat transfer coefficient is calculated according to the formula published in 1978.
For the gas exchange process, both Woschni models use the same Equation for the heat
transfer coefficient:
C3 = 6.18 + 0.417 ⋅ cu / cm
D cylinder bore
cm mean piston speed
cu circumferential velocity
HOHENBERG Model
In the Hohenberg heat transfer model [C11] the following equation is used for the
calculation of the heat transfer coefficient:
LORENZ Model
The Lorenz Heat Transfer Equation is valid for a cylinder with an attached combustion
chamber. In Equation 2.2.14 and 2.2.15 the characteristic speed is:
wC = C1 ⋅ cm
dVCP
4⋅
wC = dt + C C (2.2.18)
D.π .x
1 m
dVCP
volume flow from the connecting pipe to the cylinder
dt
x clearance between the cylinder head and the piston
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Theory BOOST v2010
⎡ ⎛ ⎛ d in ⎞ 2 ⎞
0.8
⎤
⎢ − 0.2 0.8 − 0.53 ⎜ ⎟ ⎥
α = Max α Woschni ,0.013d p T ⎟ v
⎜ 4 ⎜⎝ d ⎠ in
c (2.2.19)
⎢ ⎟ ⎥
⎣ ⎝ ⎠ ⎦
d bore [m]
p pressure [Pa]
T temperature [K]
d in pipe diameter connected to intake port [m]
The diameter of the intake port directly at the valve is of special significance for this
model, therefore these diameters of the intake ports should be accurately specified over the
whole port length.
⎛ α ⎞
⎜ − Aw ⋅ p ⎟
Td = (Tu − Tw ) ⋅ e
⎜ m& ⋅c p ⎟
⎝ ⎠
+ Tw (2.2.20)
The heat transfer coefficient, α p , depends on the direction of the flow (in or out of the
cylinder): The formula
⎡ hv ⎤
α p = [C4 + C5 ⋅ Tu − C6 ⋅ Tu2 ]⋅ Tu0.44 ⋅ m& 0.5 ⋅ d vi−1.5 ⋅ ⎢1 − 0.797 ⋅ ⎥ (2.2.21)
⎣ d vi ⎦
⎡ hv ⎤
α p = [C7 + C8 ⋅ Tu − C9 ⋅ Tu2 ]⋅ T 0.33 ⋅ m& 0.68 ⋅ d vi−1.68 ⋅ ⎢1 − 0.765 ⋅ ⎥ (2.2.22)
⎣ d vi ⎦
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BOOST v2010 Theory
Td downstream temperature
Tu upstream temperature
hv valve lift
The following table contains the constants used in the formulas above.
2.2.1.5. Blow-By
BOOST considers blow-by losses in the cylinder using the specified effective blow-by gap
and the mean crankcase pressure. The blow-by mass flow rates are calculated at any time
step from the orifice flow Equations (2.2.4 - 2.2.6).
The effective flow area is obtained from the cylinder bore and from the effective blow-by
gap:
Aeff = D ⋅ π ⋅ δ (2.2.23)
D cylinder bore
δ blow-by gap
If the cylinder pressure exceeds the mean crankcase pressure, the cylinder pressure and
temperature are used as upstream stagnation pressure and temperature. The mean
crankcase pressure represents the downstream static pressure. The gas properties are
taken from the cylinder.
The blow-by gas has the same energy content as the gases in the cylinder.
If the cylinder pressure is lower than the mean crankcase pressure, the pressure in the
crankcase is used as upstream stagnation pressure, and the cylinder pressure as the
downstream static pressure. The upstream stagnation temperature is set equal to the
piston wall temperature, and the gas composition is set equal to the composition of the gas
which left the cylinder just before the reverse flow into the cylinder started.
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2.2.1.6. Evaporation
The model for direct gasoline injection in BOOST relies on the specification of the rate of
evaporation. It is assumed that the density of the liquid fuel is much higher compared to
the fuel vapor density. Hence the presence of liquid fuel can be neglected.
1. Table
The heat release curve is approximated by specifying reference points versus crank
angle. The y-values are scaled to obtain an area of one beneath the curve. Values
between the points specified are obtained by linear interpolation.
2. Vibe Function
The Vibe function [C26] is often used to approximate the actual heat release
characteristics of an engine:
dx a ( m+1)
= ⋅ (m + 1) ⋅ y m ⋅ e −a⋅ y (2.2.24)
dα Δα c
dQ
dx = (2.2.25)
Q
α − αo
y= (2.2.26)
Δα c
α crank angle
αo start of combustion
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BOOST v2010 Theory
Δα c combustion duration
m shape parameter
a Vibe parameter a = 6.9 for complete combustion
The integral of the vibe function gives the fraction of the fuel mass which was burned
since the start of combustion:
dx ( m+1)
x=∫ ⋅ dα = 1 − e −a⋅ y (2.2.27)
dα
x mass fraction burned
Figure 2-6 shows the approximation of an actual heat release diagram of a DI Diesel
engine by a vibe function. The start of combustion, combustion duration and shape
parameter were obtained by a least square fit of the measured heat release curve.
In Figure 2-7 the influence of the vibe shape parameter 'm' on the shape of the vibe
function is shown.
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Theory BOOST v2010
Again the rate of heat release, and thus the mass fraction burned, is specified by a vibe
function. However the assumption that burned and unburned charges have the same
temperature is dropped. Instead the first law of thermodynamics is applied to the
burned charge and unburned charge respectively [C17].
dmB
The term hu covers the enthalpy flow from the unburned to the burned zone due
dα
to the conversion of a fresh charge to combustion products. Heat flux between the two
zones is neglected.
In addition the sum of the volume changes must be equal to the cylinder volume
change and the sum of the zone volumes must be equal to the cylinder volume.
dVb dVu dV
+ = (2.2.30)
dα dα dα
Vb + Vu = V (2.2.31)
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BOOST v2010 Theory
The amount of mixture burned at each time step is obtained from the Vibe function
specified by the user. For all other terms, like wall heat losses etc., models similar to
the single zone models with an appropriate distribution on the two zones are used.
4. Double Vibe Function
The superposition of two vibe functions (Double Vibe) is used to approximate the
measured heat release characteristics of a compression ignition (CI) engine more
accurately. In this case two vibe functions are specified, the first one is used to model
the premixed burning peak and the second one to model the diffusion controlled
combustion. If the fuel allotment to each of the vibe functions is known, the heat
releases obtained from the two vibe functions can be added, thus giving a double vibe
heat release, Figure 2-8.
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Theory BOOST v2010
The vibe function and the characteristic parameters of one operating point must be
defined. The model predicts the change of the vibe parameters according to the actual
operating conditions:
0.6 0.5
⎛ AF ⎞ ⎛ n ⎞
Δα c = Δα c ,ref ⋅ ⎜⎜ ref ⎟⎟ ⋅⎜ ⎟ (2.2.32)
⎜n ⎟
⎝ AF ⎠ ⎝ ref ⎠
0.6 0.3
⎛ id ref ⎞ ⎛ p ⎞ ⎛ TIVC ,ref ⎞ ⎛ n ⎞
m = mref ⋅ ⎜⎜ ⎟⎟ ⋅ ⎜ IVC ⎟⋅⎜ ⎟⎟ ⋅ ⎜ ⎟ (2.2.33)
⎜p ⎟ ⎜ T ⎜ ⎟
⎝ id ⎠ ⎝ IVC ,ref ⎠ ⎝ IVC ⎠ ⎝ nref ⎠
Δα c combustion duration
id ignition delay
The ignition delay is calculated with the relations found by Andree and Pachernegg [C1]
which assume that the ignition of the injected fuel droplets takes place if the integral of gas
temperature versus time exceeds a threshold.
HIRES ET AL Model
For gasoline engines the change of the combustion duration and the ignition delay is
calculated from the in-cylinder conditions at ignition timing [C12].
1/ 3 2/3
⎛ n f ref ⎞ ⎛s ⎞
Δα c = Δα c ,ref ⋅⎜ ⋅ ⎟ ⋅ ⎜⎜ ref ⎟⎟ (2.2.34)
⎜n f ⎟
⎝ ref ⎠ ⎝ s ⎠
1/ 3 2/3
⎛ n ⎞ ⎛ f sref ⎞
id = id ref ⋅⎜ ⎟ ⋅⎜ ⋅ ⎟ (2.2.35)
⎜n ⎟ ⎜f s ⎟
⎝ ref ⎠ ⎝ ref ⎠
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BOOST v2010 Theory
The laminar flame speed itself is a function of the in-cylinder conditions, the A/F ratio and
the mole fraction of the residual gases [C21].
Note: From BOOST v5.0 on the EBCM and PBCM combustion models
are replaced by the “Fractal Combustion Model”.
dmb ⎛A ⎞
= ρ u AT S L = ρ u ⎜⎜ T ⎟⎟ AL S L (2.2.36)
dt ⎝ AL ⎠
Equation 2.2.36 underlines that the flame propagation speed remains equal to the laminar
one also in a turbulent combustion process, nevertheless, the same burning rate can be
also expressed as a function of a turbulent burning speed:
dmb ⎛A ⎞
= ρ u AS S T = ρ u ⎜⎜ T ⎟⎟ AL S L
dt ⎝ AL ⎠
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Theory BOOST v2010
⎛ ST ⎞ ⎛ AT ⎞
⎜⎜ ⎟⎟ = ⎜⎜ ⎟⎟
⎝ SL ⎠ ⎝ AL ⎠
D3 − 2
⎛ AT ⎞ ⎛ Lmax ⎞
⎜⎜ ⎟⎟ = ⎜⎜ ⎟⎟
⎝ AL ⎠ ⎝ Lmin ⎠ (2.2.37)
The above expression, substituted in the Equation 2.2.36, allows to compute the burning
rate once the laminar flame surface AL and speed S L as well as the wrinkling scales
L min - L max and fractal dimension D3 has been properly evaluated:
D3 − 2
⎛ dmb ⎞ ⎛L ⎞
⎜ ⎟ = ρ u ⎜⎜ max ⎟⎟ AL S L
⎝ dt ⎠ fractals ⎝ Lmin ⎠ (2.2.38)
19-Nov-2010 2-23
BOOST v2010 Theory
Turbulence
Based on the physical hypothesis recalled above, the computation of the wrinkling scales
L min - L max as well as the fractal dimension D3 must depend on the characteristics of
the turbulent flow field inside the cylinder. Its evaluation within a zero-dimensional model
is really challenging. A number of proposals can be found in the current literature and,
among these, a two-equation modified K − k approach [C20], is recalled here:
dK 1 m& ρ&
= m& in u in2 − P + K ex + K u
dt 2 m ρu
dk m& ρ&
= P − mε + k ex + k u
dt m ρu
K k
P = 0.3307ct
LI m (2.2.39)
1 3 u ′3
K = mU f
2
k = mu ′ 2 ε =
2 , 2 ,
LI
In the above balance equations, K is the kinetic energy of the mean flow field ( U f ) -
whose production and destruction is mainly related to the intake and exhaust flow rates
(m
& in and m& ex ) - k is the kinetic energy of the turbulent flow field (assumed isotropic)
while ε is its dissipation rate. P represents a turbulent production term which
characterizes the energy transfer between the mean and the turbulent flow field (energy-
cascade mechanism [C20]). An unique tuning constant, ct , is present and a value of order
1 is usually specified [C20]. Differently from [C20], the Equations 2.2.39 are integrated all
over the engine cycle and a turbulent production term due to the in-cylinder unburned
density variation during the compression and expansion stroke is included in both K and
k balance equations [C2]. The turbulence intensity is finally derived from the k definition.
The above model also gives the possibility to estimate the Kolmogorov length scale which,
under the hypothesis of isotropic turbulence, assumes the expression:
LI u ′LI
lk = Ret =
Ret3 / 4 with
νu and
LI = cl H (2.2.40)
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Theory BOOST v2010
In particular, the integral and the Kolmogorov length scales, LI andl k , are chosen as the
maximum and minimum wrinkling scales in Equation 2.2.37, while the D3 dimension
mainly depends on the ratio between the turbulence intensity u ′ and the laminar flame
speed S L [C15]:
2.35u ′ + 2.05S L
D3 =
u′ + S L (2.2.41)
The above described fractal model is indeed really valid for a fully-developed and freely
expanding turbulent flame. During both early flame development and combustion
completion correction terms (weight factors w1 and w2 described below) are required.
Ignition
The complex phenomena occurring after spark occurrence, plasma formation and
subsequent flame kernel evolution are described in detail in [C15]. Kernel initiation
31
process ends about 200 ms (tunable with the ignition-formation time multiplier cign ) after
spark at a critical flame radius of about 2 mm. During this period burning speed is very
high, depending on energy released by the ignition system, then it reaches a minimum to
values similar to the laminar flame speed [C10] and subsequently it increases again, as a
consequence of the flame surface wrinkling previously described.
Being the above phenomena not included in the present model, it is assumed to start the
computation at the end of kernel initiation process with a stable and spherically-shaped
smooth flame of about 2 mm radius. Flame wrinkling process then starts at a rate which
increases with both the instantaneous flame radius and the turbulence intensity
(proportional to the engine speed). The following expression is proposed for the
computation of a non-dimensional flame wrinkling rate:
rf n
ω wr =
rf , ref nref
(2.2.42)
In the above equation, r f ,ref parameter is a tunable reference radius of order 1cm, while
nref is a reference engine speed fixed to 1000 rpm. Equation 2.2.41 is finally redefined to
handle an increase in the fractal dimension related to the gradual increase in flame
wrinkling during time.
With this formulation, the first phase of the combustion process will be characterized by a
fractal dimension very close to its minimum level D3,min , which determines an initial
burning speed close to the laminar one. Note that the minimum value of the fractal
dimension is in any case greater than 2.
19-Nov-2010 2-25
BOOST v2010 Theory
This should compensate the very high burning speed which occurs during the kernel
formation phase, due to the energy supplied with the spark plug. Of course a careful tuning
of the parameters cl and r f ,ref is required to match the experimental pressure cycles at
each engine operating condition.
Wall Combustion
When the flame front reaches the combustion chamber walls the described fractal
mechanism of flame propagation is no longer valid. The most important characteristics of
combustion completion relate to the effects of the wall on the burning process ("wall-
combustion" phenomena). The wall limits gas expansion, constrains all flows, and forms a
relatively low-temperature solid boundary that cools the gas. All of these factors change
the fundamental behavior of the combustion compared with that of a flame propagating
freely across the chamber. A great portion (30-40%) of the unburned mixture really burns
in this particular combustion mode. Wall-combustion burning rate can be simply described
by an exponential decay, as follows [C3]:
⎛ dmb ⎞ m − mb
⎜ ⎟ =
⎝ dt ⎠ wall −combustion τ (2.2.43)
The overall burning rate can be consequently defined as a weighted mean of the two
described combustion rates:
⎛ dmb ⎞ ⎛ dm ⎞ ⎛ dm ⎞
⎜ ⎟ = (1 − w2 )⎜ b ⎟ + w2 ⎜ b ⎟
⎝ dt ⎠ overall ⎝ dt ⎠ fractals ⎝ dt ⎠ wall −combustion (2.2.44)
The switch between the two combustion modes gradually starts when a transition time t tr
is reached, identifying the first flame plume arrival to the cylinder wall, i.e.:
(m − mb ) tr
rf =
(ρ u AT S L ) tr (2.2.45)
rf rcyl
LI /2
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Theory BOOST v2010
When Equation 2.2.45 is verified, the characteristic time scale in Equation 2.2.43 is
computed assuming that wall-combustion burning rate equals the one derived from the
fractal model Equation 2.2.38, hence:
(m − mb ) tr
τ=
(ρ u AT S L ) tr (2.2.46)
The above τ value is then kept fixed during the subsequent wall combustion process. The
weight factor w2 indeed linearly increases with time, depending on the instantaneous
unburned mass (m − mb ) , compared to the one occurring at the transition time t tr :
m − mb
τ=
(m − mb ) tr (2.2.47)
In this way a smooth transition between the two modes is easily realized.
Stratified Charge
The underlying spatial discretization of the fractal combustion model considers cylinder
mixture in two zones: burned and unburned zone. The stratified charge extension takes
into account a 1-dimensional spatial distribution of fuel and residual gas in the unburned
zone. The local fuel and residual gas concentration in the flame front during the
combustion progress used fort e simulation is defined by characteristic normalized values.
For each flame front radius ri the local combustion air equivalence ratio φ flame and mass
cp
fraction of combustion products x flame inside the flame front zone are calculated as
follows:
afrst
φ flame = (2.2.48)
afrst
+1
φSOC
−1
φ NORM mfbC
19-Nov-2010 2-27
BOOST v2010 Theory
x cp cp cp
flame = x NORM mfbC ⋅ xSOC (2.2.49)
cp
xSOC Mass fraction of combustion products (residual gas) at Start of
Combustion
mfbC Cylinder mass fraction burned
Normalized data of air equivalence ratio and residual gas ratio can be obtained by CFD
calculations either
• from a cold flow in cylinder species distribution at Start of Combustion by the
spatial integration of regions outside of a specific radius ri or
Cylinder Mean value for air equivalence ratio φSOC and residual gas
cp
xSOC at Start of
Combustion:
∫ρ ⋅x
fv
⋅ dV
VC
φSOC = afrst ⋅ (2.2.50)
∫ ρ ⋅ (1 − x )⋅ dV
cp fv
−x
VC
∫ρ ⋅x
cp
⋅ dV
cp VC
xSOC = (2.2.51)
∫ ρ ⋅ dV
VC
∫x
cp
NORM mfbC ⋅ d (mfbC ) = 1 (2.2.52)
0
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Theory BOOST v2010
( )
1
∫ φNORM
cp
mfbC ⋅ 1 − xNORM cp
mfbC ⋅ xSOC ⋅ d (mfbC ) = 1 − xSOC
cp
(2.2.53)
0
The underlying sub-models for Turbulence, Ignition Delay and Flame Front Propagation
are explained in the following.
Turbulence
The main influence of the turbulence level on the combustion is accounted by the following
sub-model. The turbulence is sourced by the swirl and squish flow which energies are
balanced in the two sub-volumes V1 and V2 .
The squish part of the turbulent energy generation is sourced by the flow from one sub-
volume into the other. The mass flow and its related velocity of the flow across the contact
area of the two sub-volumes is calculated based on a simplified mass continuity approach
(equal density in both sub-volumes)
vct2
dEt ,sq = C squish ⋅ ⋅ dmct (2.2.54)
2
dmct
= mc ⋅ 1
(
R 2 ⋅ R12 − R22 ⋅ hb ds
⋅
) (2.2.55)
dt 2
( 2
R1 ⋅ hb + R2 ⋅ hcl
2 dt
)
1 dm
vct = ⋅ ct (2.2.56)
ρ c ⋅ Act dt
dmct
Mass flow across contact area of the two sub-volumes
dt
mc Cylinder charge mass
ds
Piston velocity
dt
db
R1 = Piston bowl radius
2
db Piston bowl diameter
19-Nov-2010 2-29
BOOST v2010 Theory
The calculation of the swirl is also based on the partitioning of the cylinder into the two
sub-volumes V1 and V2 . Sink terms for friction are applied to the conservation equation of
the angular momentum for the charge in those sub-volumes.
⎛ ωi ⋅ dI i + ω j ⋅ dI j C sf ⎞
dωi = −⎜⎜ + ⋅ ωi ⋅ dα ⎟⎟ ; i, j = 1,2 ; i ≠ j (2.2.57)
⎝ Ii 2 ⎠
α Crank angle
1
dEt ,sw = ⋅ C swirl ⋅ C sf ⋅ I1 ⋅ ω12 ⋅ dα (2.2.58)
2
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Theory BOOST v2010
The equation for the development of turbulent kinetic energy in sub-volume V1 can be
finally written as
k 3/ 2
dk =
1
m1
( )
dEt ,sq + dEt ,sw − C D ⋅
hcl
2
3
dV
⋅ dt − ⋅ CC ⋅ k ⋅ c
Vc
(2.2.59)
k b3 / 2
CD ⋅ Turbulence dissipation
hcl
CD Dissipation constant
2 dV
− ⋅ CC ⋅ k ⋅ c Turbulence generation due to charge compression
3 Vc
CC Compression constant
Vc Cylinder volume
CTL ⎛ D2 n ⋅ S ⎞⎟
k SHP = ⋅⎜ ⋅ (2.2.60)
v,max ⋅ cos(α v ) 30 ⎠
2 ⎜ 2⋅d ⋅h ⎟
⎝ v
n Engine speed
S Stroke
19-Nov-2010 2-31
BOOST v2010 Theory
Ignition Delay
SOC
1
AId ⋅ ∫ 1 1
⋅ dτ ≥ 1 (2.2.61)
IGN +
rAr rMag
0.2
⎛p ⎞ ⎛ 3000 ⎞
rAr = AAr ⋅ c F−2.1 ⋅ c1O.7 ⋅ ⎜⎜ c ⎟⎟ ⋅ exp⎜⎜ − ⎟⎟ (2.2.62)
2
⎝ p0 ⎠ ⎝ Tc ⎠
mF ⋅ k
rMag = AMag ⋅ (2.2.63)
ρ 0 ⋅ Vc4 / 3
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Theory BOOST v2010
Vc Cylinder volume
Also the Rate of Heat Release model is based on the Magnussen approach accounting for
the main influence of the turbulence level on combustion [C16].
dQF k H
= C ROHR ⋅ ⋅ m F ,av ⋅ u (2.2.64)
dα 3V
c
dα
dt
dQF
Rate of heat release constant
dα
C ROHR Rate of heat release constant
dα
Angular engine speed
dt
During the first combustion period, where the flame front is able to propagate freely
without wall interaction the available fuel mass is given by the volume of the flame.
s Flame thickness
The development of the flame radius is driven by the turbulent flame speed. It’s
dependency on turbulence, excess air ratio, temperature and pressure is modeled according
to Gülder [C8],[C9]. Fuel Constants below are the one for pure methane.
0.375 0.25
⎛2 ⎞ ⎛3V ⎞
vturb = 0.5
vlam ⋅⎜ ⋅k⎟ ⋅ ⎜⎜ ⎟
⎟ (2.2.66)
⎝3 ⎠ ⎝ νu ⎠
19-Nov-2010 2-33
BOOST v2010 Theory
2 −0.5
vlam = 0.422 ⋅ Φ 0.15
(
⋅ exp − 4.18 ⋅ (Φ − 1.075) 2
) ⎛T
⋅ ⎜⎜ u
⎞ ⎛ pc ⎞
⎟⎟ ⋅ ⎜⎜ ⎟⎟ (2.2.67)
⎝ To ⎠ ⎝ p0 ⎠
3
V Characteristic turbulence length
T0 Reference temperature
p0 Reference pressure
For the consideration of effects occurring at the later combustion phase when the flame
reaches the cylinder wall a modification for the available fuel mass is introduced. The
weighting of this modification can be steered by the 2 parameters PT and μT of the flame
front combustion weight function.
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Theory BOOST v2010
dQMCC
= C Comb ⋅ f1 (m F , QMCC ) ⋅ f 2 (k , V ) (2.2.70)
dα
with
⎛ ⎞
f1 (m F , Q ) = ⎜ m F − MCC ⎟ ⋅ (wOxygen,available ) EGR
Q C
(2.2.71)
⎝ LCV ⎠
k
f 2 (k , V ) = C Rate ⋅ 3 (2.2.72)
V
QMCC cumulative heat release for the mixture controlled combustion [kJ]
C Comb combustion constant [kJ/kg/deg CA]
C Rate mixing rate constant [s]
wOxygen,available mass fraction of available Oxygen (aspirated and in EGR) at SOI [-]
Since the distribution of squish and swirl to the kinetic energy are relatively small, only
the kinetic energy input from the fuel spray is taken into account. The amount of kinetic
energy imparted to the cylinder charge is determined by the injection rate (first term on
RHS). The dissipation is considered as proportional to the kinetic energy (second term on
RHS) giving:
19-Nov-2010 2-35
BOOST v2010 Theory
dE kin
= 0.5 ⋅ C turb ⋅ m& F ⋅ v F2 − C Diss ⋅ E kin
1.5
(2.2.73)
dt
E kin
k=
m F , I (1 + λ Diff m stoich )
(2.2.74)
dE kin
= 0.5 ⋅ m& F ⋅ v F2 − C Diss ⋅ E kin (2.2.75)
dt
Cturb ⋅ E kin
k=
m F , I (1 + λ Diff m stoich )
(2.2.76)
m& F
v injection velocity = [m/s]
ρ F ⋅ μA
μA effective nozzle hole area [m2]
t time [s]
dI id TUB − Tref
= (2.2.77)
dα Qref
As soon as the ignition delay integral I id reaches a value of 1.0 (=at α id ) at the ignition
delay τ iD is calculated from τ id = α id − α SOI .
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Theory BOOST v2010
Tref
reference temperature = 505.0 [K]
Qref
reference activation energy, f(droplet diameter, oxygen content, …) [K]
⎛ dQPMC ⎞
⎜⎜ ⎟⎟
⎝ QPMC ⎠ = a ⋅ (m + 1) ⋅ y m ⋅ e − a⋅ y (m +1) (2.2.78)
dα Δα c
α − α id
y= (2.2.79)
Δα c
QPMC total fuel heat input for the premixed combustion= m fuel ,id ⋅ C PMC
m fuel ,id
total amount of fuel injected during the ignition delay phase
19-Nov-2010 2-37
BOOST v2010 Theory
Td
30.93 ⋅ 10 4 ⋅
pc
λc ⋅ (Tc − Td ) = ⎛ 4150.0 ⎞
⋅
(2.2.80)
⎜ ⎟
⎜ T ⎟
⎝ ⎠
e d
Td
ve = 0.70353 ⋅ ⎛ 4159.0 ⎞
(2.2.81)
⎜ ⎟
⎜ T ⎟
pc ⋅ e ⎝ d ⎠
The value of 0.70353 can be changed through user input (expert parameters). Finally the
change in droplet diameter (and the corresponding change in droplet mass) over time can
be calculated:
d d = d d2,0 − v e ⋅ t (2.2.82)
dQF nSpcGas
= ∑ u i ⋅ MWi ⋅ ω& i (2.2.83)
dα i =1
dwi
ρ = MWi ⋅ ω& i (2.2.84)
dα
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Theory BOOST v2010
where:
nSpcGas number of species in the gas phase [-]
Crevice zone which is marked with number 1 is defined as a constant volume zone, and the
volume of that zone has to be defined by the user. Boundary layer zones (2, 3, 4) are
defined by their thickness δ and a current position of the piston. Boundary layer
thickness is an input parameter of the user. It is the same for all the zones and is constant
during calculation. Two central zones (5 and 6) have equal volumes which complete
definitions of the volumes of the zones [C13].
The energy equation (2.2.1) is set for each zone. There are several assumptions which
slightly change the original energy equation of each zone. They are:
1. Pressure in all zones is the same.
19-Nov-2010 2-39
BOOST v2010 Theory
dQ j
2. Heat transfer of each zone j is constituted of:
dt
a) wall heat transfer
b) zone heat transfer
3. Released fuel energy in each zone (j) is calculated with:
dQF , j nSpcGas
dt
= ∑ uij ⋅ MWi ⋅ ω& ij
i =1
With these assumptions and with the transformations of energy equations, a temperature
equation for each zone is obtained:
dT j ⎡ 1 dQ j dR j R j ⋅T j dpc nSpcGas ⎤
dt
=
1
c p, j
⋅⎢ ⋅ −Tj ⋅ + ⋅ (
− v j ⋅ ∑ u ij ⋅ MWi ⋅ ω& ij )⎥ (2.2.85)
⎢⎣ m j dt dt pc dt i =1 ⎥⎦
T temperature [K]
mj mass [kg]
In each zone a different gas composition is calculated, therefore a mass fraction of each
species in each zone has to be calculated with:
dωij
= MWi ⋅ v j ⋅ ω& ij (2.2.86)
dt
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Theory BOOST v2010
Since the zones are connected by the fact that the pressure in all zones is the same there is
dp c
an additional equation which enables the calculation of term in (2.2.85):
dt
Zone heat transfer is calculated between several zones, which is shown in Figure 2-14:
Description of 6 Zones and their Interaction. Heat transfer between two zones (x, y) is
calculated with:
dQ x ↔ y ΔQ x ↔ y
= (2.2.88)
dt Δt
Q x↔ y heat transfer between zones x and y [J]
The heat exchange potential ΔQ x ↔ y is calculated on the basis of the temperature of the
mixture Tx ↔ y that would be obtained if the complete mixing at constant volume of these
two zones would be achieved:
⎡ ⎤
( ) ( )
ΔQ x ↔ y = ⎢u y Tx ↔ y − u y T y ⎥ ⋅ m y (2.2.89)
⎣ ⎦
A heat exchange potential ΔQ x ↔ y represent a heat that have to be added or subtracted to
zone y in order for it to change its temperature to the temperature of the mixture Tx ↔ y .
Time constant Δt which in some way represent a speed of this heat exchange is a
calibration factor of this calculation and has to be specified by the user. Increase of time
constant lead to lower rate of heat exchange, and a greater difference in zone
temperatures.
19-Nov-2010 2-41
BOOST v2010 Theory
2-42 19-Nov-2010
Theory BOOST v2010
The following 6 reactions (based on the well known Zeldovich mechanism) are taken into
account:
All reactions rates ri have units [mole/cm3s] the concentrations ci are molar concentrations
under equilibrium conditions with units [mole/cm3]. The concentration of N2O is calculated
according to:
⎛ 9471.6 ⎞
⎜ ⎟
−6
c N 2O = 1.1802 ⋅10 ⋅ T 0.6125
⋅e ⎝ T ⎠
⋅ c N 2 ⋅ pO 2
(
rNO = C PostProcMu lt ⋅ C KineticMul t ⋅ 2.0 ⋅ 1 − α 2 )1 + αr⋅ AK1 r4
(2.2.90)
2 1 + AK 4
with:
c NO ,act 1 r1 r4
α= ⋅ AK 2 = AK 4 =
c NO ,equ C PostProcMult r2 + r3 r5 + r6
19-Nov-2010 2-43
BOOST v2010 Theory
Stoichiometry Rate
R1 CO + OH = CO2 + H ⎛ T ⎞
⎜ ⎟
r1 = 6.76 ⋅ 1010 ⋅ e ⎝ 1102.0 ⎠ ⋅ cCO ⋅ cOH
R2 CO +O2 = CO2 + O ⎛ −24055 .0 ⎞
⎜ ⎟
r2 = 2.51 ⋅ 10 ⋅ e
12 ⎝ T ⎠
⋅ cCO ⋅ cO 2
cCO ,act
with α= .
cCO ,equ
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Theory BOOST v2010
The first two mechanisms and in particular the crevice formation are considered to be the
most important and need to be accounted for in a thermodynamic model. Quench layer and
partial burn effect cannot be physically described in a quasi dimensional approach, but
may be included by adopting tunable semiempirical correlations.
The effect of through flow is taken into account automatically as all chemical species are
transported through all elements.
(a) Crevice mechanism
Crevices are narrow volumes in which the flame cannot propagate due to the heat
transferred to the walls. The most important crevice volumes are the formed between the
piston ring pack and the cylinder liner, and mainly the top-land crevices.
These crevice volumes cause hydrocarbon formation due to the following process. During
compression unburned mixture is forced to enter their volumes, which have a large
surface/volume ratio, and cools exchanging heat transfer with the walls. During
combustion, the pressure continues to rise and forces other unburned mixture to flow into
the crevice volumes. When the flame arrives it quenches, so that the flow through the
crevice entrance inverts its motion when the cylinder pressure starts to decrease.
To describe this process, the model assumes that the pressure in the cylinder and in the
crevices is the same and that the temperature of the mass in the crevice volumes is equal
to the piston temperature. The mass in the crevices at any time is equal to:
p ⋅ Vcrevice ⋅ M
mcrevice = (2.2.92)
R ⋅ T piston
where:
mcrevice mass of unburned charge in the crevices [kg]
p cylinder pressure [Pa]
As we are interested in the evaluation of the HCs going into the exhaust BOOST begins to
accumulate the HCs that are released from the crevice volume at end of combustion.
19-Nov-2010 2-45
BOOST v2010 Theory
∂wF ∂ 2 wF
−D =0 (2.2.93)
∂t ∂r 2
where:
wF mass fraction of the fuel in the oil film, [-]
t time, [s]
r radial position in the oil film (distance from the wall), [m]
D relative (fuel-oil) diffusion coefficient, [m2/s]
In order to solve Equation 2.2.93 the oil layer can be represented as a cylindrical crown
adhering to the walls. The resulting calculation domain is then obtained by subdividing the
cylindrical crown into a fixed number of elements in both axial and radial directions.
The diffusion coefficient can be computed applying the following relation:
where:
M oil molecular weight [g/mol]
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Theory BOOST v2010
At the liner surface (r=0) a zero flux boundary conditions is applied to Equation 2.2.93, at
r=δFilm the fuel concentration at the gas/oil interface is assigned as boundary condition.
Here the following four different conditions can occur:
1) the oil layer is in contact with the fresh mixture
C2 = 0.35
where:
F tunable parameter [-]
φ equivalence ratio [-]
ϑ0 0% mass fuel burned timing [degCA]
ϑ 90 90% mass fuel burned timing [degCA]
ϑ EVO exhaust valve open timing [degCA]
19-Nov-2010 2-47
BOOST v2010 Theory
dC HC ⎛−T ⎞
= − FOx ⋅ AOx ⋅ exp⎜ Ox ⎟ ⋅ CO 2 ⋅ C HC (2.2.96)
dt ⎝ T ⎠
where:
C concentration of HC and O2 [kmole/m3]
FOx tunable parameter [-]
TOx activation temperature, default = 18790.0 [K]
AOx frequency factor, default= 7.7E12 [m3/kmole/s]
t
1
∫ τ (t )dt
o iD
(2.2.97)
τ iD ignition delay at the unburned zone’s condition is larger than one before the end
of combustion is reached.
The ignition delay for the knock model depends on the octane number of the fuel and the
gas condition according to
a B
⎛ ON ⎞ (2.2.98)
τ iD = A ⋅ ⎜ −n
⎟ ⋅ p eT
⎝ 100 ⎠
T temperature [K]
A, a, n, B model constants
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Theory BOOST v2010
1
n sw (t + Δt ) = ⋅ (mc (t ) ⋅ n sw (t ) + dmi ⋅ n swi ) (2.2.99)
mc (t + Δt )
mc in-cylinder mass
1
ntb (t + Δt ) = ⋅ (mc (t ) ⋅ ntb (t ) + dmi ⋅ ntbi ) (2.2.100)
mc (t + Δt )
mc in-cylinder mass
19-Nov-2010 2-49
BOOST v2010 Theory
dT λ d 2T
= ⋅ (2.2.101)
dt ρc dx 2
T wall temperature
λ conductivity of wall material
ρ density of wall material
dT
qin = −λ (2.2.102)
dx
For the piston, another term for the heat flux to the liner is taken into account.
d (mc ⋅ u ) dV dQF dQ dm dm
= − pC ⋅ + − ∑ w − hBB ⋅ BB + hcp ⋅ cp (2.2.104)
dα dα dα dα dα dα
dmcp
hcp ⋅ enthalpy flow from/to the connecting pipe
dα
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Theory BOOST v2010
The concentration changes due to the flows from the chamber are:
dmCP
dciα +1,c = dciα ,c − ciα +1,CP ⋅
mC
Similar extensions must be made in the energy Equation for the gas exchange.
h1 − h2 + qw + ∫
∂w
∂t
1 2
(
dl = w2 − w1
2
2
) (2.2.105)
dm 1
= ⋅ μ ⋅ A ⋅ ρ 2 ⋅ W2 (2.2.106)
dα 360n
∂w
∫ ∂t
L
dl inertia of the gas column
dm 1 ⎛ T ⎞ ∂w
= ⋅ μ ⋅ A ⋅ ρ 2 2cp ⋅ T1 ⎜⎜1 − 2 ⎟⎟ + 2qw + 2 ⋅l (2.2.107)
dα 360 n ⎝ T1 ⎠ ∂t
COMBUSTION CHAMBER
The combustion chamber is treated as a plenum. Heat release, wall heat losses, volume
work and mass flows out of or into the plenum are accounted for (refer to Section 2.3).
With the addition of a term for the heat released due to combustion, Equation 2.3.1
becomes:
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BOOST v2010 Theory
T
wPL = 2
(2.2.110)
mPL ⋅ ri
T torque
ri inertia radius
dmcp
M ADD = ⋅ wcp ⋅ rcp (2.2.112)
dt
dmcp
mass flow from the connecting pipe to the chamber
dt
wcp speed in the connecting pipe
ρ Pl
⋅ϖ Pl ⋅ rPl
3 5
M FR = C f ⋅ (2.2.113)
2
0.1
⎛s ⎞
C f = 0,01⎜⎜ Pl ⎟⎟ ⋅ Re Pl
0, 2
(2.2.114)
⎝ rPl ⎠
ϖ Pl ⋅ rPl 2
Re Pl = (2.2.115)
ν
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Theory BOOST v2010
d (m Pl ⋅ u ) dV dQ dm dm dQreac
= − p Pl ⋅ − ∑ w + ∑ i ⋅ hi − ∑ e ⋅ he + (2.3.1)
dα dα dα dα dα dα
V plenum volume
Qw wall heat loss
α crank angle
In a General Species Transport calculation chemical reactions can occur in the plenum. In
dQreac
this case the term and the species mass fractions in the plenum are calculated as
dα
described for the cylinder (HCCI Auto-Ignition Model) in section 2.2.2.2.4.
In the case of a variable plenum, the change of the plenum volume over crank angle is
calculated from the input specified by the user (user-defined), or from the motion of the
piston (crankcase or scavenging pump).
Heat Transfer:
BOOST offers two options for the calculation of the gas/wall heat transfer:
(1) direct specification of the heat transfer coefficient
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BOOST v2010 Theory
κ
⋅ 0.2 ⋅ (0.127 + 1.3 ⋅ T ⋅10 −4 )
−0.2
α = 0.018 ⋅ ⋅ Ro ⋅ ρ ⋅ uch0.8 ⋅ Lch (2.3.2)
κ −1
Lch = 3 V
1 Apipe
u ch = ∑
n n
u pipe 2
Lch
V plenum volume
uch characteristic velocity
Ro gas constant
2.4. Pipe
∂U ∂F(U)
+ = S(U) (2.4.1)
∂t ∂x
Where U represents the state vector
⎛ ρ ⎞
⎜ ⎟
⎜ ρ ⋅u ⎟
U=⎜ 1 2⎟
⎜ ρ ⋅ cV ⋅ T + 2 ⋅ ρ ⋅ u ⎟
⎜ ρ ⋅ wj ⎟
⎝ ⎠ (2.4.2)
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Theory BOOST v2010
⎛ ρ ⋅u ⎞
⎜ ⎟
⎜ ρ ⋅u + p ⎟
2
F=⎜ (2.4.3)
u ⋅ ( E + p )⎟
⎜ ⎟
⎜ ρ ⋅u ⋅ w ⎟
⎝ j ⎠
with
1
E = ρ ⋅ cV ⋅ T + ⋅ ρ ⋅u2 (2.4.4)
2
The source term on the right hand side comprises two different source terms:
These are sources caused by axial changes in the pipe cross section
1 dA
S A (F(U)) = ⋅ ⋅F (2.4.6)
A dx
and sources taking into account homogeneous chemical reactions, heat and mass transfer
terms between the gas and solid phase and friction sources. The entire source term is given
by
⎛ 0 ⎞
⎜ FR ⎟
⎜ − ⎟
⎜ V ⎟
S R (U) = ⎜ qw ⎟ (2.4.7)
⎜ V ⎟
⎜ ⎛ Rhom
⎞⎟
⎜ MW j ⋅ ⎜⎜ ∑ν i . j ⋅ r&i ⎟⎟ ⎟
⎝ ⎝ i ⎠⎠
Please refer to the following sub-sections for details on the definition of the different
source terms and for details on the solution mechanism.
FR λf
=ϕ ⋅ ⋅ρ ⋅u ⋅ u (2.4.8)
V 2 ⋅ d hyd
The factor ϕ is called Fanning friction factor and takes into account deviations from round
channel cross sections. It has values as summarized in Table 2—1.
41
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BOOST v2010 Theory
Round 1.00
Square 0.89
Equilateral Triangle 0.83
Sinosoidal (duct open height 0.69
to open width ratio 0.425)
d hyd ⋅ u
Re = (2.4.9)
v
Re ≤ Relam | λ f = λ f ,lam
Returb ≤ Re | λ f = λ f ,turb (2.4.10)
The bounds for the transition region from laminar to turbulent are set by Reynolds
numbers of Relam = 2300 and Returb = 5000. In the turbulent region, λ f ,turb is either
considered as a constant input value or can be calculated based on a specified value for the
surface roughness. In the laminar region λ f ,lam is given by
a = 64
λ f ,lam = a Reb (2.4.11)
b = −1,
where a is an input value. For gas-exchange simulation b=-1 according to the Hagen-
Poisseuille-Law for laminar tube flow and cannot be modified by the user.
ρv 2
Δp = ζ (2.4.12)
2
This loss coefficient is a function of the bend angle and the ratio between the bend radius
and the pipe diameter. For this reason the variation of bend radius over pipe length must
be specified. The bend radius is defined as the bend radius of the pipe centerline.
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Theory BOOST v2010
This model is only valid as long as no significant flow separations occur in the pipe. In the
case of a distinct flow separation, it is recommended to place a flow restriction at that
location and to specify appropriate flow coefficients.
α gw ⋅ d hyd
Nu = (2.4.13)
λg
Based on Lienhard and Lienhard [P3] BOOST offers the following approaches for the
definition of the Nusselt number:
Re-Analogy:
d hyd 0.019
Nu = ⋅ ⋅ ρ ⋅ u ⋅ cp (2.4.14)
λg 2
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BOOST v2010 Theory
Colburn:
Pethukov:
⎛f⎞
⎜ ⎟ ⋅ Re⋅ Pr
Nu = ⎝8⎠
⎛f⎞
1.07 + 12.7 ⎜ ⎟ ⎛⎜ Pr 3 − 1⎞⎟
2
(2.4.16)
⎝ 8 ⎠⎝ ⎠
1
f =
(1.82 ⋅ log10 Re− 1.64)2
Gnielinski:
⎛f⎞
⎜ ⎟ ⋅ (Re− 1000) Pr
8
Nu = ⎝ ⎠ (2.4.17)
⎛f⎞
1 + 12.7 ⎜ ⎟ ⎛⎜ Pr 3 − 1⎞⎟
2
⎝ 8 ⎠⎝ ⎠
In order to take into account the influence of flow pulsations and/or pipe bends on the
gas/wall heat transfer the Nusselt number is augmented by two additional factors:
Nu = Nu ⋅ FP ⋅ FB (2.4.18)
2 ⋅ L pipe
FB = 1 + ⋅ d hyd ⋅ d B , (2.4.19)
Re 0.14
where d hyd is the pipe diameter, L pipe is the pipe length and d B represents the bending
radius.
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Δx
Δt ≤ (2.4.20)
u+a
This means that a certain relation between the time step and the lengths of the cells must
be met. BOOST determines the time step to cell size relation at the beginning of the
calculation on the basis of the specified initial conditions in the pipes. However, the CFL
criterion is checked every time step during the calculation.
If the criterion is not met because of significantly changed flow conditions in the pipes, the
time step is reduced automatically.
An ENO scheme [P1, P2] is used for the solution of the set of non-linear differential
41
equations discussed above. The ENO scheme is based on a finite volume approach. This
means that the solution at the end of the time step is obtained from the value at the
beginning of the time step and from the fluxes over the cell borders:
For the approach shown in Figure 2-17, the calculation of the mass, momentum and
energy fluxes over the cell borders at the middle of the time step is required. This can be
done using the basic conservation equations, which give a direct relation between a
gradient in the x-direction and the gradient over time.
The gradient in the x-direction is obtained by a linear reconstruction of the flow field at
the beginning of the time step.
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BOOST v2010 Theory
From this information, the mass, momentum and energy fluxes at the cell borders of each
cell can be calculated. Normally the flux at the right cell border will not be equal to the
flux at the left cell border of the adjacent cell, which is a necessary condition to meet
continuity requirements. To overcome this problem, a Riemann-Solver is used to calculate
the correct mean value from the two different fluxes at the cell border, as shown in the
following figure.
The main advantage of an ENO scheme is that it allows the same accuracy to be achieved
as can be obtained with second order accurate finite difference schemes, but has the same
stability as first order accurate finite difference schemes.
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Figure 2-20: Main transport effects in a pipe consisting of different wall layers
∂
(Tw ⋅ ρ l ,w ⋅ c p,l ,w )= + ∂ ⎛⎜ λl ,w ⋅ ∂Tw ⎞⎟ + 1 ⋅ ∂ ⎛⎜ r ⋅ λl ,w ⋅ ∂Tw ⎞⎟ , (2.4.21)
∂t ∂x ⎝ ∂x ⎠ r ∂r ⎝ ∂r ⎠
where Tw is the temperature of the catalyst wall. r and x represent the radial and axial
coordinates, respectively. Wall density ρ l ,w , wall heat capacity c p ,l ,w and its thermal
conductivity λl ,w are given within the time and space derivatives in order to consider their
dependency of the temperature. All three properties are marked with the index l to
distinguish between the properties of different wall layers as sketched in Figure 2-20.
∂Tw
=0 @ x =0, (2.4.22)
∂x
∂Tw
=0 @ x = L pipe , (2.4.23)
∂x
∂Tw α gw
= ⋅ (Tg − Tw ) @ r = rgw , (2.4.24)
∂r λl ,w
∂Tw α wa ε ⋅σ
= ⋅ (Tw − Tamb ) + O ⋅ (Tw4 − Trad
4
) @ r = rwa , (2.4.25)
∂r λl ,w λl ,w
where α gw and α wa represent the heat transfer coefficients between gas and wall and
between wall and ambient, respectively.
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BOOST v2010 Theory
The first is evaluated using a Nusselt correlation the latter is used as model input
parameter in a simplifying approach. Tamb is the ambient temperature and Trad is the
radiation sink temperature which is not necessarily equal to the ambient temperature. εO
represents the emissivity of the outer surface of the outermost wall layer and σ is the
Stefan-Boltzmann constant. According to Eq. (2.4.22) and Eq. (2.4.23) no heat losses in
axial direction are assumed. At the wall inner side (Eq. 2.4.24) a boundary heat flux is
given by convective heat transfer between the gas and wall. At the outer surface of the pipe
wall (Eq. 2.4.25) convective and radiative heat transfer to the ambient are taken into
account.
Air-Gaps
If i.e. air-gaps are part of the model it is additionally necessary to consider radiative heat
transfer between the opaque walls neighboring a transparent layer. This radiative heat
exchange, taken from [P5], is evaluated according to
Q& oi =
(
σ ⋅ ε o ⋅ ε i ⋅ Ao ⋅ ϕ oi ⋅ Tw4,o − Tw4,i )
, (2.4.26)
1 − (1 − ε o )⋅ (1 − ε i )⋅ϕ oi ⋅ ϕ io
where εo and εi represent (see Figure 2-20) the emissivities at the outer surface Ao of the
inner layer and at the inner surface of the outer layer, respectively. ϕ oi (ϕ io ) is the viewing
factor from the outer (inner) side of the inner (outer) layer to the inner (outer) side of the
inner (outer) layer. Both viewing factors are evaluated according to [P5] assuming finite
length coaxial cylinders.
The conductive/radiative heat transfer within air-gaps is typically augmented by free
convection. Therefore an effective heat conductivity taken from Wilde [P7] is applied in the
model. It is given by
λeff
= 1 + 0.0119 ⋅
(Grδ ⋅ Prair ) , (2.4.27)
λair 14500 + Grδ ⋅ Prair
where the effective heat conductivity λeff is calculated as a function of the Grashof and
Prandtl number. The Grashof number is defined according to
g ⋅ δ 3 ⋅ β air
Grδ = 2
⋅ (Tw,o − Tw,i ) , (2.4.28)
vair
where δ is the thickness of the gap and g the gravimetric acceleration. β air (temperature
dependent data were taken from Verein Deutscher Ingenieure [P5] represents the isobar
expansion coefficient of air and vair is its kinematic viscosity.
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Please refer to VDI [P5] (section Fa and section Ge) for details on the definition of the
Nusselt numbers for free and forced convection.
An outline of the procedure is shown in the above figure. The reference state is determined
as the time average of gas velocity and sound speed. At each instant those conditions are
calculated, by which it is possible to come from the reference state to the instantaneous
calculated state by two simple waves only. The two simple waves are the forward running
wave or λ - characteristic, and the backward running wave or β - characteristic.
The conditions between the reference state, the state behind the waves and the calculated
states are linked by the compatibility equations along the respective characteristics.
The path from the reference state to the state behind the forwards running wave
(λ - characteristic) is along a β - characteristic. Thus, the following equation is valid.
2
u+ c = const
κ −1
Similarly the path from the state behind the forward running wave and the calculated
state is along an λ - characteristic. The compatibility equation along an λ - characteristic is
2
u− c = const
κ −1
The two equations are solved for the gas velocity and sound speed of the state behind the
forward running wave.
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BOOST v2010 Theory
The pressure is calculated from the isentropic equation from the calculated state.
The state behind the backward running wave is calculated analogously with the role of λ -
and β - characteristics exchanged.
Q& oi Radiative heat flux between walls neighboring an air gap (W)
t Time (s)
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Greek Letters
αgw Heat transfer coefficient between gas and wall (W/m2)
ϕio Viewing factor from inner to outer pipe in air gap (-)
ϕio Viewing factor from outer to inner pipe in air gap (-)
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BOOST v2010 Theory
The cell element contains information about the volume of the cell and is connected to
other cells by means of connectors via attachments. A connector element contains
information about the cell connectivity, distance from the centre of the neighboring cells
and has its own momentum as fluid dynamic property.
The 3D cell model is based on a staggered grid approach, this means that intensive
properties such as pressure, temperature, density, internal energy and other derived
quantities are defined over the cell element while, velocity and momentum are defined on
the connectors5. Each connector is characterized by a direction with respect to the other
attachments to the same cell. The continuity and energy conservation equations are solved
over the cell element taking into ac-count the net flux of the conserved variables through
the linked connectors. The continuity and energy equation in a general form will be
expressed as follows:
∂ρ
+ div( ρU ) = 0
∂t
∂ρE
+ div( ρEU ) + div( pU ) = 0
∂t
Their integration over the volume and in the time will lead to the following discretized
forms:
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1 ⎛ Nc ⎞
ρ n +1 = ρ n + ⎜ ∑ ρ cU c ⎟Δt = 0
V⎝ c ⎠
V⎝ c c ⎠
where the subscript c indicates the connector and Nc is the total number of connectors
linked to the cell. The term Uc indicates the gas velocity at the connector, which is
oriented in a direction normal to the connector. The momentum equation is solved with
respect to the connector considering the balance between the pressure force and
momentum of the neighboring cells, namely left and right cells. The momentum balance is
written as follows:
U cn +1 =
( ) ( )
m& cn + m& cnU Rn − m& cnU Ln + p Ln − p Rn Ac Δt
=0
ρAc ΔL
& c is the mass flux through the connector and Δt is the characteristic length
where m
n
between the centroids of the two neighboring cells. Once the connector momentum has
been calculated the cell momentum is determined according to the net momentum flux
entering the cell:
Nc
(m& U )CELL
n +1
= ∑ m& cn +1U cn +1
c =1
The calculation of the mass flow per unit of pipe length between these cells is based on the
following formula:
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BOOST v2010 Theory
κ +1
⎡ 2
⎤ 2
2 κ ⎢ p ⎛ ⎞ κ ⎛ p ⎞ κ ⎛ p ⎞ κ 1 ∂w
m& = π ⋅ d ⋅ α ⋅ p0 ⋅ ⋅ ⋅ ⎜⎜ ⎟⎟ − ⎜⎜ ⎟⎟ ⎥ − ⎜⎜ ⎟⎟ l (2.6.1)
R ⋅ T0 ⎢
κ − 1 ⎝ p 0 ⎠ ⎝ p0 ⎠ ⎥ p R ⋅ T ∂t
⎢⎣ ⎥⎦ ⎝ 0 ⎠ 0
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The flow direction is determined from the calculated pressure if the pipe end was closed. If
this pressure exceeds the ambient pressure, flow out of the pipe will result. If this pressure
is lower than the ambient pressure, flow into the pipe will occur.
Depending on the ratio between the static pressure downstream and the stagnation
pressure upstream of the orifice, subsonic, sonic, or even supersonic flow may result.
Zero mass flow may also be obtained at the pipe end, either as a result of zero effective flow
area, or as a result of zero pressure difference.
Based on the quasi steady-state equation for orifice flow the flow conditions at the end of
the pipe can be calculated:
κ +1
⎡ 2
⎤
2 κ ⎢⎛ p ⎞ κ ⎛ p ⎞ κ ⎥
m& = α ⋅ p0 ⋅ ⋅ ⋅ ⎜ ⎟ −⎜ ⎟ (2.7.1)
R ⋅ T0 κ − 1 ⎢⎜⎝ p0 ⎟⎠ ⎜⎝ p0 ⎟⎠ ⎥
⎣⎢ ⎦⎥
If the actual pressure ratio is lower than the critical pressure ratio
κ
pk ⎛ 2 ⎞ κ −1
=⎜ ⎟ , (2.7.2)
p0 ⎝ κ + 1 ⎠
pk critical pressure
but supersonic flow is not feasible, the mass flow is dependent on the actual pressure ratio:
1
2 ⎛ 2 ⎞ κ −1 κ .
m& = α ⋅ p0 ⋅ ⋅⎜ ⎟ ⋅ (2.7.3)
R ⋅ T0 ⎝ κ + 1 ⎠ κ +1
From the instantaneous mass flow rates at a system boundary, the orifice noise can be
determined.
By means of a Fourier analysis the amplitudes of the mass flow rates over frequency can be
obtained. They are considered sources of the noise generation and allow the instantaneous
sound pressure at a certain microphone position to be calculated using a directivity
function.
Ground reflections can also be considered by assuming an image source region [A1, A2, A3].
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BOOST v2010 Theory
2.8. Restriction
2
m& = α ⋅ Ageo ⋅ po1 ⋅ ⋅ψ (2.8.1)
Ro ⋅ To1
Ro gas constant
The pressure function ψ depends on the gas properties and on the pressure ratio:
κ +1
⎡ 2
⎤
⎛
κ p ⎞ k ⎛ p ⎞ k
ψ= ⎢
⋅ ⎜ 2
⎟ −⎜ 2
⎟ ⎥ (2.8.2)
κ − 1 ⎢⎜⎝ po1 ⎟⎠ ⎜⎝ po1 ⎟⎠ ⎥
⎢⎣ ⎥⎦
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In the case of subcritical flow, the pressure ratio, which is defined as the downstream static
pressure divided by the upstream stagnation pressure, is higher than the critical pressure
ratio and less than or equal to 1.0. The pressure function ψ follows the trend shown in the
figure for this range of pressure ratios.
If the pressure ratio drops to the critical pressure ratio
κ
pcrit ⎛ 2 ⎞ κ −1
=⎜ ⎟ , (2.8.3)
po1 ⎝ κ + 1 ⎠
the flow in the orifice reaches a Mach number of 1.0. The pressure function ψ reaches its
maximum at the critical pressure ratio. The actual value of ψmax is dependent on the
pressure ratio:
1
⎛ 2 ⎞ κ −1 κ
ψ = ψ max =⎜ ⎟ ⋅ , (2.8.4)
⎝ κ + 1⎠ κ +1
The values of the pressure function ψ shown in Figure 2-25 for pressure ratios less than
the critical pressure ratio are valid only for supersonic flow in the orifice. However, it
should be pointed out that supersonic flow can never be achieved just by lowering the
backpressure, but always requires a special shape of the pipe upstream of the orifice
(Laval-Nozzle).
2.8.2. Throttle
The calculation of the flow through the throttle is very similar to the procedure discussed
in Section 2.8.1 for the flow restriction. For the throttle the flow coefficients in up- and
downstream directions are specified depending on the throttle angle, which is imposed by
the user. The flow coefficients are typically determined experimentally on a flow test
bench.
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BOOST v2010 Theory
In addition to the above options BOOST enables the user to specify the number, the type,
and the ratio (mass of each injected species / total injected mass) of the species on which
the injected mass flow will be added for each injector element separately.
This is convenient for example for the injection of urea into the exhaust system (SCR), for
the injection of Diesel into the exhaust system (DPF regeneration) and for injection of N2O
(“NITRO”) into the intake system.
For both approaches BOOST can take into account the heat needed for the evaporation
and for the heating of the injected mass from the reference temperature (298.15K) to the
instantaneous temperature.
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Figure 2-26: Distillation curves for different fuel types (Source: www.chevron.com)
Q
m& F = ∑ m& q (2.8.5)
q =1
For each package q the actual mass in the fuel puddle is calculated from a simple balance
equation:
dmP ,q
= (1 − X ) ⋅ m& q − m& evap ,q − C P ⋅ mP ,q (2.8.6)
dt
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BOOST v2010 Theory
⎛ y q ,sat − y q ⎞
m& evap ,q = C evap ⋅ k q ⋅ AP ⋅ ρ g ⋅ ⎜ ⎟ ⋅ MWq (2.8.7)
⎜ 1− y ⎟
⎝ q , sat ⎠
wherein AP is the actual port area that is covered by the fuel puddle. It is calculated using
the actual mass of fuel in the puddle, a diameter (taken from the reference Measuring
Point) and a user prescribed thickness of the fuel film. The saturation mole fraction for
fuel package q is calculated using Rault's law y q ,sat = p q ,sat / P , the saturation vapor
pressure for each boiling range can be derived from the distillation curve for the given fuel.
kq is the convective mass transfer coefficient and is calculated using the following relation
for the Sherwood number:
k q ⋅ d ref
Shq = = 0.023 ⋅ Re 0.8 ⋅ Sc 0.22 (2.8.8)
Dq
with
d ref diameter at a given measuring point, [m]
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The motion of the valve can be calculated from the following Formula:
m ⋅ a = A ⋅ ( p1 − p2 ) − Fo − c ⋅ x − d ⋅ v (2.8.9)
Fo spring pre-load
c spring stiffness
x valve lift
d damping constant
v valve velocity
Equation2.8.9 describes the motion of a pressure actuated valve under consideration of its
inertia, the spring pre-load, the spring stiffness, and the viscous damping.
The flow coefficient of the check valve is determined as a function of valve lift and is then
used to calculate the mass flow rate as a function of upstream and downstream pressure.
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This type of valve is used mostly to control the boost pressure of a turbocharged engine.
The boost pressure is fed to the high pressure side of the actuation diaphragm. The low
pressure side is connected to the ambient. If the pressure difference exceeds a certain
value, set by the spring pre-load, the valve opens and a part of the exhaust gases is
bypassed around the turbine thus diminishing the energy available at the turbine and
preventing a further increase of the boost pressure.
2.9. Junction
The BOOST program features three models for junctions. The constant pressure model
and the constant static pressure model can be used for all junctions. In the former case the
junction is treated like a plenum without any volume. As for a plenum, the flow
coefficients for flow into the junction and flow out of the junction must be defined for each
pipe attachment. From the gas conditions in the pipe, the static pressure and the
temperature at the center of each junction is calculated.
The constant static pressure model enforces the same static pressure in all pipe cross
sections attached to the junction. The flow coefficients are set to 1.
For three pipe junctions a more refined junction model is available. In this case the
BOOST code distinguishes between six possible flow patterns in the junction, as shown in
the following figure.
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For each of the flow paths indicated in Figure 2-29, the equation for the orifice flow (2.8.2)
is solved. The flow coefficients depend on the geometry of the junction, i.e. the area ratio
between the pipes and the angles between the centerlines of the pipes, and for a specific
junction on the flow pattern and on the mass flow ratio between one branch and the
common branch.
As the equations for orifice flow are applied to both separating or joining flows, two sets of
flow coefficients are required, (i.e. two times six flow coefficients must be supplied to the
program). In order to facilitate the application of this model, a database is provided with
the BOOST program. The flow coefficients contained in this database were obtained from
steady-state flow tests of junctions with different pipe diameters and different branching
angles. The mass flow ratios in the junction as well as the Mach numbers were also varied
during these tests.
The program interpolates a suitable set of flow coefficients from this database.
2.10. Charging
2.10.1. Turbine
For the simulation of a turbine, the performance characteristics along a line of constant
turbine speed or the complete turbine map for transient simulations are required.
The power provided by the turbine is determined by the turbine mass flow rate and the
enthalpy difference over the turbine.
PT turbine power
m& T turbine mass flow
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κ −1
⎡ ⎤
⎛ p ⎞ κ
h3 − h4 = η s ,T ⋅ c p ⋅ T3 ⋅ 1 − ⎜⎜ ⎟⎟ ⎥
⎢ 4
(2.10.2)
⎢ ⎝ p3 ⎠ ⎥
⎢⎣ ⎦⎥
cp ⋅ mean specific heat at constant pressure between turbine inlet and outlet
The Simplified Model turbine is a pure power supplier for the mechanically connected
element while the Full model turbine is dynamically integrated in the mechanical network
and the current rotor speed is used for evaluation of the performance maps.
2.10.2. Compressor
The power consumption of the turbo compressor depends on the mass flow rates in the
compressor and the enthalpy difference over the compressor. The latter is influenced by
the pressure ratio, the inlet air temperature, and the isentropic efficiency of the
compressor.
κ −1
⎡ ⎤
1 ⎛ p ⎞ κ
h 2 − h1 = ⎢
⋅ c p ⋅ T1 ⋅ ⎜⎜ ⎟⎟2
− 1⎥ (2.10.4)
η s ,c ⎢⎝ p 1 ⎠ ⎥
⎢⎣ ⎦⎥
η s,c isentropic efficiency of the compressor
cp mean value of the specific heat at constant pressure between compressor inlet
and outlet
T1 compressor inlet temperature
The Simplified Model compressor is a pure power consumer for the mechanically
connected element while the Full model compressor is dynamically integrated in the
mechanical network and the current rotor speed is used for evaluation of the performance
maps.
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2.10.3. Turbocharger
For steady state engine operation the performance of the turbocharger is determined by
the energy balance or the first law of thermodynamics. The mean power consumption of
the compressor must be equal to the mean power provided by the turbine:
Pc = PT (2.10.5)
Simplified Model:
For steady state engine performance a simplified turbocharger model may be used for the
simulation. Within this model the dynamics of the turbocharger (i.e. the variation of the
turbocharger speed) are not considered. Furthermore, the turbocharger efficiency is kept
constant during the engine cycle. As many test calculations have proven, this model
provides good accuracy for steady state engine calculations. It is very convenient to work
with this model, as only the mean values for the compressor efficiency, the turbine
efficiency, and the mechanical efficiency of the turbocharger must be specified. This
reduces the required input dramatically in comparison to the full turbocharger model
where entire compressor and turbine maps must be defined. Since turbine performance
maps cannot be provided by turbocharger manufacturers very often, this simplified
solution is usually the only alternative.
In BOOST, three calculation modes for the simplified model are available:
1. In the turbine layout calculation, the desired pressure ratio at the turbo compressor is
specified as input to the calculation. The program adjusts the flow resistance of the
turbine automatically, until the energy balance over the turbocharger is satisfied.
2. For the boost pressure calculation, the actual turbine size is specified in the input.
By solving the energy balance over the turbocharger, the actual boost pressure is
calculated.
3. For the waste gate calculation, both the turbine size as well as the desired pressure
ratio at the turbo compressor are specified in the input. The program bypasses a
certain percentage of the exhaust gases in order to achieve the energy balance over the
turbocharger. If the desired compressor pressure ratio cannot be achieved with the
specified turbine size, the program switches over to the boost pressure calculation
mode.
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Full Model:
For unsteady engine operation the rotor dynamics of the turbocharger must be considered
because the wheel speed of the charger changes. From the balance of momentum at the
turbocharger wheel the change of wheel speed is obtained:
dωTC 1 PT − Pc
= ⋅ (2.10.7)
dt I TC ω TC
The turbocharger full model requires the input of the compressor and turbine map.
The speed of the turbocharger wheel is calculated using Equation 2.10.7.
With the instantaneous wheel speed and the mass flow rate through the compressor, the
compressor's isentropic efficiency and the pressure ratio are interpolated from the
compressor map. The efficiency and the swallowing capacity of the turbine are
interpolated from the turbine map using the wheel speed and the pressure ratio across the
turbine. If a variable geometry turbine (VGT) is used, the vane position or some
equivalent information is also required.
In this case the turbine data is obtained from interpolation in the two maps valid for vane
positions nearest to the instantaneous one and from linear interpolation afterwards.
⎧ ⎡ κ −1
⎤⎫
⎪ 1 ⎛ p ⎞ κ
⎪
T2 = T1 ⋅ ⎨1 + ⋅ ⎜⎜ ⎟⎟ − 1⎥ ⎬
⎢ 2
(2.10.8)
⎢⎝ p1 ⎠ ⎥
⎪ ηs ⎢⎣ ⎥⎦ ⎪⎭
⎩
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κ −1
⎡ ⎤
1 ⎛ p ⎞ κ
P = m& ⋅ c p ⋅ T1 ⋅ ⋅ ⎜ ⎟ − 1⎥
⎢ 2
(2.10.9)
ηtot ⎢⎜⎝ p1 ⎟⎠ ⎥
⎢⎣ ⎦⎥
2.10.6. Catalyst
The gas dynamic behavior of a catalyst is modeled using the same model equations as given
for the pipe flow (see Section 2.3). The model additionally takes into account that a
honeycomb-type catalytic converter consists of a huge number of small and individual
channels. These small channels are the reason for very small Reynolds numbers and
therefore for a flow in the laminar regime. In this case the friction coefficient is evaluated
applying the Hagen-Poisseuille law, whereas in the turbulent region (if reached at all) a
turbulent friction coefficient used. The possibility of different channel shapes is taken into
account by Fanning friction factors that are applied in both, the laminar and turbulent
region.
In the BOOST cycle simulation the catalyst can be simulated with or without chemical
reactions:
• For calculations using the General Species Transport option chemical reactions in
the catalyst can be activated and all reaction models can be used. The number and
the type of the chemical species must be in line with the requirements for the
specified reaction model. More detailed information about the reaction models and
the related input can be found in the BOOST Aftertreatment Manual.
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• For calculations using the Classic Species Transport option chemical reactions
cannot be activated. In this case the catalyst is purely considered as flow element.
If the catalyst is simulated in the aftertreatment analysis mode, a simplified fluid
mechanical approach (compared to the full Riemann Problem described in Section 2.3) is
used. More detailed information about this approach can be found in the BOOST
Aftertreatment Manual.
2.11. Engine
• Steady state
• Engine acceleration
• Engine deceleration
The transition from steady state to the state of engine acceleration is triggered if the
gradient of the load signal versus time exceeds a threshold specified by the user. The
transition to engine deceleration is triggered the same way when the negative gradient of
the load signal exceeds the user specified threshold.
Maps up to two dimensions are used to link the output (Actuators) of the control unit to
the input (Sensors). Figure 2-30 shows the principle of the calculation of an output value:
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A baseline steady state value is taken from the baseline map. This value may be subjected
to corrections by adding values from correction maps or by multiplying it by factors from
correction maps. In the case of acceleration or deceleration, other corrections may be
applied to the steady state value. Then it is checked whether the output is within
predefined bounds which themselves may be defined as maps.
Either the load signal or a desired engine speed can be selected as the guiding input signal
of the control.
For the full range of input (Sensor-Channels) and output (Actuator-Channels) please refer
to the table in Chapter 6.2 of the BOOST Users Guide.
0.24
⎛ ν Toil ⎞
FMEPTOT = ( FMEPCS + FMEPP + FMEPVT + FMEPAUX + FMEPIP ) ⋅ ⎜ ⎟
⎜ ν T =90°C ⎟
⎝ oil ⎠ (2.11.1)
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The last term takes the effect of a changing oil viscosity (as a function of oil temperature)
into account (Shayler et al. [F3]). The specific contributions are described in the following
sections.
2.11.2.1.1. Crankshaft
The crankshaft mean effective pressure can be expressed as follows:
⎛ N Db3 Lb nb ⎞ ⎛ Db ⎞ ⎛ N 2 Db2 nb ⎞
FMEPCS = ccb ⎜⎜ 2
⎟
⎟ + C ⎜
cs ⎜ 2
⎟
⎟ + C ⎜
td ⎜
⎟⎟
⎝ B S nc ⎠ ⎝ B S nc ⎠ ⎝ nc ⎠ (2.11.2)
where:
B Bore [m]
S Stroke [m]
Db bearing diameter [m]
Lb bearing length [m]
nb no. of bearings [-]
nc no. of cylinders [-]
N Engine rotational Speed [rpm]
Ccb Coefficient of the hydrodynamic losses in main bearings [Pa/rpm m]
Ccs Coefficient of friction losses in main bearing seals [Pa m2]
Ctd Coefficient of friction losses due to viscous dissipation [Pa s2/m2 rpm]
⎛ N Db3 Lb nb ⎞ ⎛ Vp ⎞ ⎛ 103 ⎞⎛ 1 ⎞
FMEPP = c pb ⎜⎜ 2
⎟
⎟ + C ⎜
ps ⎜ ⎟
⎟ + C pr ⎜⎜1 + N ⎟⎟⎜ B 2 ⎟
⎝ B S nc ⎠ ⎝ B ⎠ ⎝ ⎠⎝ ⎠ (2.11.3)
P
(
Co × i 0.088 rc + 0.182 rc
Pa
)
(1.33− 2.38×10 −2 V P )
where:
Ccb Coefficient for connecting rod bearing hydrodynamics [Pa/rpm m]
Cps Coefficient for skirt-cylinder wall hydrodynamics [Pa s]
Cpr Coefficient for piston ring-cylinder wall [Pa m2]
Co Coefficient for gas pressure to ring friction [Pa]
Vp Mean piston speed [m/s]
⎛ N nb ⎞ ⎛ L1.5
v N
0.5
nv ⎞ ⎛ 103 ⎞ Lv nv
⎜
FMEPVT = cvb ⎜ 2 ⎟ ⎜
⎟ + cvo + Cvh ⎜ B S n ⎟
⎟ + Cvm ⎜⎜1 + N ⎟⎟ S n + FMEPCF (2.11.4)
⎝ B S nc ⎠ ⎝ c ⎠ ⎝ ⎠ c
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⎛ 103 ⎞ nv
FMEPCF = Cvf ⎜⎜1 + ⎟ (2.11.5)
⎝ N ⎟⎠ S n c
⎛N n ⎞
FMEPCF = Cvr ⎜⎜ ⋅ v ⎟⎟ (2.11.6)
⎝ S nc ⎠
where:
Cvb Coefficient for camshaft bearing hydrodynamic [Pa m3/rpm]
Cvh Oscillating hydrodynamic lubrication constant [Pa m0.5/rpm0.5]
Cvm Oscillating mixed lubrication constant [Pa]
Cvo Boundary lubrication constant due to the camshaft bearing seals [Pa]
Lv Maximum valve lift [m]
nv No. of valves [-]
Cvf Flat cam follower constant [Pa m]
Cvr Roller cam follower constant [Pa m]
For the losses caused by the injector pump the following correlation by Bohac et al. [F1]is
used:
105 ⋅ VD
FMEPIP =
0.0025
( )
⋅ 0.0785 + 4.02x10− 5 N + 1.06x10−8 N 2 + 4.64x10−8 IMEP + 2.17 x10−10 N ⋅ IMEP (2.11.8)
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2.11.2.2.1. Crankshaft
The FMEP in the crankshaft group is calculated using the following equation:
n
⎛ N 0.6 Db3 Lb nb ⎞⎛ μ ⎞ ⎛ ⎞
FMEPCS = ccb ⎜⎜ ⎟⎟⎜ ⎟ + Ccs ⎜ 2 Db ⎟ (2.11.9)
⎜ ⎟ ⎜B Sn ⎟
⎠⎝ μ ref
2
⎝ B S nc ⎠ ⎝ c ⎠
where:
Ccb Coefficient of the hydrodynamic losses in main bearings [Pa/rpm m]
Ccs Coefficient of friction losses in main bearing seals [Pa m2]
n viscosity index [-]
μ Oil dynamic viscosity at the operating temperature [Pa.s]
μ ref
Oil dynamic viscosity at fully warm, reference condition [Pa.s]
n
⎛ ⎛ N 0.6 D 3 L n ⎞ ⎛ V p0.5 ⎞ ⎛ V p0.5 ⎞ ⎞⎛ μ ⎞
⎜
FMEPP = c pb ⎜⎜ ⎟ + C ps ⎜ ⎟ ⎜ ⎟ ⎟⎜ ⎟
⎜ B ⎟ + C pr ⎜ B 2 ⎟ ⎟⎜ μ
b b b
(2.11.10)
⎜ ⎝ B 2 S nc ⎟⎠ ⎟
⎝ ⎝ ⎠ ⎝ ⎠ ⎠⎝ ref ⎠
where:
Cpb Coefficient for connecting rod bearing hydrodynamics) [kPa /rpm0.6 mm]
Cps Coefficient for skirt-cylinder wall hydrodynamics [kPa mm0.5 s0.5]
Cpr Coefficient for piston ring-cylinder wall [kPa mm1.5 s0.5]
n viscosity index (=0.4) [-]
n n
⎛ N 0.6 n ⎞⎛ μ ⎞ ⎛ 1.5 0.5 ⎞⎛ μ ⎞
FMEPVT = cvb ⎜⎜ 2 b ⎟⎟⎜ ⎟ + Cvs + Cvh ⎜ Lv N nv ⎟⎟⎜ ⎟ + Cvm ⎛⎜ 2 + 10 ⎞⎟ Lv N v + FMEPCF (2.11.11)
⎜ ⎟ ⎜ B2S n ⎜ ⎟ ⎜ 5 + μN ⎟⎠ S nc
⎝ B S nc ⎠⎝ μ ref ⎠ ⎝ c ⎠⎝ μ ref ⎠ ⎝
⎛ 10 ⎞ nv (2.11.12)
FMEPCF = Cvf ⎜⎜ 2 + ⎟
⎝ 5 + μN ⎟⎠ S nc
⎛ N ⋅ nv ⎞
FMEPCF = ⎜⎜ ⎟⎟ (2.11.13)
⎝ S nc ⎠
where:
Cvb Coefficient for camshaft bearing hydrodynamic [kPa mm3/rpm0.6]
Cvh Oscillating hydrodynamic lubrication constant [Pa m0.5/rpm0.5]
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n
⎛ μ ⎞
Fmep aux ( )
= α + βN + γN 2 ⎜
⎜μ
⎟
⎟
(2.11.14)
⎝ ref ⎠
• Mechanical Consumer
• Vehicle
• Turbocharger
• Turbine
• Turbo Compressor
• PDC
• Electrical Device
There is only one Vehicle allowed to be connected to the engine.
Basically there are two calculation types for the components possible:
• Simplified Model (only power is balanced and exchanged)
• Full Model (speed is balanced and together with torque exchanged )
The Engine and the Vehicle are always running in full model mode while the other
components can be specified according to the following compatibility matrix (e.g.: a Turbo
Compressor Full Model requires a Mechanical Connection Full Model to be linked to the
Engine):
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2.12. Acoustic
The following is a summary of the end corrections applied at restrictions, open ends and
Helholtz resonators.
2.12.1.1. Restriction
The end correction are applied at both expansions and contractions when there is a change
in the cross sectional area. The end correction used for both area discontinuities is the
Karal’s end correction:
r
Δ e = 8H (ς )
3π
Where,
ς ratio of the duct diameters (smaller/larger)
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Δe
= 0.6
r
2.12.1.3. Helmholtz
The end correction Δ , added to the each end of the neck length of a Helmholtz resonator is
implemented as
Δ e = 0.85r (2.12.2)
Therefore the total end correction Δ , added to the neck length of a Helmholtz resonator is
Δ e = 0.85.2r (2.12.3)
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2.12.2. Microphone
The values at an external microphone are based on the work of Blair and Coates [A1]. The
pressure amplitude is given by,
2
⎧ ⎛ πfd ⎞⎫
2 ⎪ 2 J1 ⎜ sin θ ⎟ ⎪
π 2 f 2 d 4 ρu ⎪ ⎝ a ⎠⎪
( pˆ )
2
= ⎨ ⎬
16 R 2 ⎪ πfd sin θ ⎪
⎪⎩ a ⎪⎭
External
Source Microphone
@
System
Boundary Distance, R
Where,
p̂ Pressure amplitude and corresponds to the Acoustic > Microphone > Pressure
result. [Pa]
d Intake or exhaust orifice diameter given by the pipe diameter at the system
boundary end [m]
f frequency [Hz]
ρu Specific mass flow at the system boundary [kg/s m2]
J1 Bessel function
R Distance from the source to the microphone [m]
( p rms )2 = 1 pˆ
2
2
Hence the mean square sound pressure is given by:
2
⎧ ⎛ πfd ⎞⎫
2 ⎪ 2 J1 ⎜ sin θ ⎟ ⎪
π 2 f 2 d 4 ρu ⎪ ⎝ a ⎠⎪
( p rms ) 2
= ⎨ ⎬
32 R 2 ⎪ πfd sin θ ⎪
⎪⎩ a ⎪⎭
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( p rms )2
SPL[dB ] = 10 log10
4 x10 −10
This corresponds to the Acoustic > Microphone > Linear > SoundPressure result. The
sound pressure level is also corrected according to the A-weighting scale in the result
Acoustic > Microphone > A-Weighted > SoundPressure.
Ground effects are accounted for by assuming an image source to exist the same distance
below ground level as the actual source is above it, both sources being in the same vertical
plane. The mean square sound pressure due to the image source is given by:
2 2
⎧ ⎛ πfd ⎞⎫ ⎧ ⎛ πfd ⎞⎫
2 ⎪ 2 J1 ⎜ sin φ ⎟ ⎪ ⎪ 2 J1 ⎜ sin θ ⎟ ⎪
π 2 f 2 d 4 ρu ⎪ ⎝ a ⎠⎪ ⎪ ⎝ a ⎠⎪
( p rms ) 2
image = ⎨ ⎬ ⎨ ⎬
32(R sec φ )2 ⎪ πfd sin φ ⎪ ⎪ πfd sin θ ⎪
⎪⎩ a ⎪⎭ ⎪⎩ a ⎪⎭
External
Source Microphone
@
System
Boundary Distance, R
Angle, Ø
Intake or Exhaust Orifice diameter, d
Angle, Θ
Ground
Image
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And the total mean square sound pressure is then the sum of the mean square sound
pressures for both source and image
( p rms )total
2
= ( p rms )2source + ( p rms )image
2
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2.14. Abbreviations
The following abbreviations are used in this manual:
μσ Flow coefficients of the ports
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2.15. Literature
This section contains important information about the theoretical basis used for the
development of the code.
General Literature:
[G1] Engine Terminology and Nomenclature – General, NN, SAE - Standard J604, sl,
June 1995
Acoustics:
[A1] Blair, G. P. and Coates, S. W. “Noise Produced by Unsteady Exhaust Efflux from
an Internal Combustion Engine”, SAE Automotive Congress, Detroit, January
1973, SAE 730160
[A2] Blair, G. P. and Spechko, J. A., “Sound Pressure Levels Generated by Internal
Combustion Engine Exhaust Systems”, SAE Automotive Congress, Detroit,
January 1972, SAE 720155
[A3] Coates, S. W. and Blair, G. P., “Further Studies of Noise Characteristics of Internal
Combustion Engines”, SAE Farm Construction and Industrial Machinery Meeting,
Milwaukee, Wisconsin, September 1974, SAE 740713
Cylinder:
[C1] Andree, A. and Pachernegg, S. J., “Ignition Conditions in Diesel Engines”, SAE
690253
[C2] Bozza F. and Gimelli A., “A Comprehensive 1D Model for the Simulation of a
Small-Size Two-Stroke SI Engine”, SAE Paper 2004-01-0999, 2004.
[C3] Bozza F., Gimelli A., Senatore A. and Caraceni A., “A Theoretical Comparison of
Various VVA Systems for Performance and Emission Improvements of SI-
Engines”, SAE Paper 2001-01-0670, 2001.
[C4] Chmela, F. and Orthaber, G., “Rate of Heat Release Prediction for Direct Injection
Diesel Engines Based on Purely Mixing Controlled Combustion”, SAE Paper 1999
01 0186
[C5] Chmela, F., Orthaber, G. and Schuster, W., “Die Vorausberechnung des
Bennverlaufs von Dieselmotoren mit direkter Einspritzung auf der Basis des
Einspritzverlaufs“, MTZ 59 (1998) 7/8
[C6] Damköhler, G., “Der Einfluß der Turbulenz auf die Flammengeschwindigkeit in
Gasgemischen”, Z. f. Elektroch. 46, No. 11, 601-652, 1940.
[C7] D'Errico, G., Ferrari, G., Onorat, A. and Cerri, T., “Modeling the Pollutant
Emissions from a S.I. Engine”, SAE Paper No. 2002-01-0006.
[C8] Gülder, L. Ö.: Correlations of Laminar Combustion Data for Alternative S.I.
Engine Fuels. SAE Paper 841000, 1984
[C9] Gülder, L. Ö.: Turbulent Premixed Flame Propagation Models for Different
Combustion Regimes. 23rd Symposium (International) on Combustion, The
Combustion Institute, Pittsburgh, 1990
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[C10] Herweg R. and Maly R. R., “A Fundamental Model for Flame Kernel Formation in
S.I. Engines”, SAE Paper 922243, 1992.
[C11] Hohenberg, G., “Experimentelle Erfassung der Wandwärme von Kolbenmotoren“,
Habilitationsschrift TU-Graz, 1980
[C12] Hires, S. D., Tabaczynski, R. J. and Novak, J. N., “The Prediction of Ignition Delay
and Combustion Intervals for a Homogenous Charge Spark Ignition Engine”, SAE
780232
[C13] Kozarac, D., Mahalec, I., Sjeric M: “Introducing Initial Conditions with Non-
uniform Mixtures and Fuel Injection into the Multi Zone HCCI Simulation Model”,
SAE Technical paper 2010-01-1083, 2010.
[C14] Lavoie, G. and Blumberg, P.N., “A fundamental Model for Predicting
Consumption, NOx, and HC Emissions of the Conventional Spark-Ignition
Engines”, Combustion Science and Technology, Vol. 21, pp 225-258,1980.
[C15] North G.L. and Santavicca D.A., ”The Fractal Nature of Premixed Turbulent
Flames”, Comb. Science and Tech., Vol. 72, p.215-232, 1990.
[C16] Magnussen, B. F.; Hjertager, B. H.: On Mathematical Modeling of Turbulent
Combustion with special emphasis on Soot formation and Combustion. 16th
Symposium (International) on Combustion, The Combustion Institute, Pittsburgh,
1976
[C17] Noske, G., “Ein quasi-dimensionales Modell zur Beschreibung des ottomotorischen
Verbrennungsablaufes“, Eggenstein, VDI, Fortschrittsberichte, Reihe 12, Nr 211
[C18] Onorati A., Ferrari G., D’Errico, G., “1D Unsteady Flows with Chemical Reactions
in the Exhaust Duct-System of S.I. Engines: Predictions and Experiments”, SAE
Paper No. 2001-01-0939.
[C19] Pattas K., Häfner G., “Stickoxidbildung bei der ottomotorischen Verbrennung”,
MTZ Nr. 12, 397-404, 1973.
[C20] Poulos S.G., Heywood G.B., “The Effect of Chamber Geometry on Spark-Ignition
Engine Combustion”, SAE Paper 830334, 1983.
[C21] Rhodes, D. B. and Keck, J. C., “Laminar Burning Speed Measurements of Indoline-
Air-Dilunet Mixtures at High Pressures and Temperatures”, SAE 850047
[C22] Schlick, H.; Pirker, G.; Chmela, F.; Wimmer, A.,Weiterentwicklung eines
nulldimensionalen Brennratenmodells für direktgezündete Gasmotoren auf Basis
der Computertomographie (Improving the predictive capability of a zero-
dimensional combustion model for open-chamber gas-engines based on
tomographic combustion analysis), Conference „Motorische Verbrennung“ 19./20.
March 2009, Munich
[C23] Schubert, C., Wimmer, A., Chmela, F., “Advanced Heat Transfer Model for CI
Engines”, SAE 2005-01-0695, 2005 SAE World Congress, Detroit, USA.
[C24] Schubiger R.A., Boulouchos K., Eberle M.K, ”Rußbildung und Oxidation bei der
dieselmotorischen Verbrennung”, MTZ 5/2002, 342-353, 2002.
[C25] Sitkei, G., “Kraftstoffausbreitung und Verbrennung bei Dieselmotoren”, Springer
Verlag, 1964.
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Friction:
[F1] Bohac, S. V., Baker, D. M. and Assanis, D. N. “A global model for steady state and
transient S. I. Engine Heat transfer studies”, International Congress & Exposition
Detroit, Michigan Feb 26-29, 1996, SAE 960073
Pipe Flow:
[P1] Giannattasio, P. et al., “Applications of a High Resolution Shock Capturing Scheme
to the Unsteady Flow Computation in Engine Ducts”, Imech 1991, C430/055
[P2] Harten, A. et al., “High Order Accurate Essentially Non-Oscillatory Schemes III”,
Journal of Computational Physics, Volume 71, Number 2, August 1987
[P3] Lienhard John H. IV and Lienhard John H. V "A Heat Transfer Text Book”,
Phlogiston Press, Cambridge Massachusetts, 3rd edition, 2003
[P4] Liu Zheji and Hoffmanner Albert L. "Exhaust Transient Temperature Response",
SAE 950617, 1995
[P5] Verein Deutscher Ingenieure (Ed.) “VDI-Wärmeatlas, Berechnungsblätter für den
Wärmeübergang“. 6th Edition, VDI Verlag, Düsseldorf, 1991.
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