Engine: Analysis and Modeling

4N770

Week1 – Tasks

Understanding the data:

There are mainly 3 structure files provided.
1. Engine structure consists of geometrical parameters of the engine, the vale open
and close timings, the injection timings, engine RPM and fuel consumption data.
2. SlowDaq structure consists of air, fuel and EGR flow values along with intake and
exhaust temperatures and pressure. The data is averaged over entire running cycle
3. FastDaq structure consists of in cylinder pressure, intake pressure, cylinder volume
and crank angle. The data is resolved over the crank angle.

Note: With all the values provided the plots of pressure vs. crank angle and volume
vs. pressure can be directly plotted. However in order to mark the value open/close
and injection events on these curve we need to carry out some interpolation.
The valve and injection timings are given in crank angle values in the Engine
structure. Utilizing these values and the crank angle data we interpolate on the in
cylinder pressure, intake pressure and cylinder volume to find the required events.

Observations and explanation:

Figure1:
The pressure in the cylinder when the intake valve opens is at its lowest. Also there is
a very small increase in pressure during the entire suction event. The pressure in the
intake manifold on the other hand goes through a decrease and increase cycle during
the suction event which is explained below.

Figure1: Pressure in cylinder vs. crank angle graph

Figure2:
It this curve it is observed that on opening of the inlet valve (IVO) the pressure in the
intake manifold starts dropping. This is quite obvious and also a correct response to
the opening of the intake valve.
After the initial drop in the intake pressure, further supply of air and equalization of
the cylinder pressure to the intake pressure results in increase of the pressure on the
intake side. This pressure reached a maximum during the start of the compression
stroke. The ramming effect result in more air being taken in resulting in a slight dip in
the pressure. Finally the intake valve is closed (IVC) and the pressure in the intake
manifold starts decreasing.

Figure2: Intake pressure vs. crank angle graph

Figure3: Cylinder volume vs. Crank Angle

Observations: From the linear volume vs. pressure curve we observe that the
combustion process after the EOI (end of injection) is a almost a constant volume
process. From this curve we can infer that the engine is following an Otto cycle
(constant volume combustion).

Figure3: Cylinder volume vs. in cylinder pressure: linear curve

Figure4: Cylinder volume vs. in cylinder pressure : loglog curve

Pressure measurements : relative or absolute ?
On comparing the pressure curves of intake pressure with the in cylinder pressure it
is observed that at the point of intake valve closure and both the pressure values
almost coincide. As a result we can assume that the in cylinder pressure is adjusted
to its original value and is not a relative measurement.

Figure5: pressure: intake and in cylinder vs. crank angle

Figure6: Magnified plot to show that pressure at intake and in cylinder are almost
equal just before closing of intake valve.
To ask:
About the explanations for the particular variation in the inlet pressure with regards
to crank angle.
To do: volume and crank angle.. !!

The inlet pressure variations purely due to

Error estimation ? Relative (measured in the cylinder) and absolute pressure, what is
the value of padding pressure ? change the values and observe the outcomes ?
effects are they significant etc ?