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1-D Compression Ignition Engine Modeling and Comparison of Soot Emission Models

Alpay Asma, Ph.D. Student, Boğaziçi University Renewable Energy Technologies Laboratory (BURET LAB.),

Department of Mechanical Engineering, Boğaziçi University, Istanbul

ABSTRACT

LITERATURE REVIEW ON SOOT MODELS

OBJECTİVES

METHODOLOGY

BASE MODEL CALIBRATION

FULL-LOAD RESULTS

REFERENCES

CONCLUSIONS

The aim of this paper is to develop an engine model that can predict the performance and soot emission trends of the selected engine under full-load by using package program called as AVL Boost. The work has been done can be divided into two stages including validation of thermodynamic & performance based results of selected engine, and correlation of selected phenomenological soot models with measured data at all 35 speed modes ranging from 1000 to 4400 rpm. With this aim PUMA GLOBAL 2.2 liter 125 PS CI engine having 4-cylinders with turbochargers has been modeled through AVL Boost. In order to predict the heat release rate, and calculate the in-cylinder pressure and temperature values with better accuracy, multi-zonal combustion model called as Vibe 2-Zone is selected. Further, since the selected engine has turbocharger, the modeling of the turbocharger is also required.

• Simplistic Soot Models

Schubiger Soot Model

• Advanced Soot Models

5 Step Phenomenological Soot Model [1]

•In this work, a conventional diesel engine which is tested by dynomemeter provided in OTOSAN engine lab is modeled through AVL Boost to capture the measured soot data. •Previous studies made on the issue relying on 1-D codes showed that it would not be possible to obtain soot results compatible with measured data for entire engine map. •The initial aim of this work is to make soot results compatible with measured data at all speed range.With this aim, a multi-zonal combustion model called as Vibe 2-Zone is selected for its better predictablity.

• Combustion in each cylinder (C1 to C4) is modeled via Vibe 2-Zone empirical model. • Heat transfer coefficient is calculated with Woschni Model (1978) [2]. •Intake and exhaust systems are respectively introduced by plenums (PL1 & PL2) in which the pressure and temperature values are determined by 1st law of thermodynamics written only for these elements. •Flow in each pipe is calculated by one-dimensional ‘’Euler Equation’’, and the Re-Analogy model is selected to calculate the Nusselt number.

Base model calibration at 100% load

•Determination of combustion parameters including start of combustion (SOC), vibe &shape parameters via PID controller to match the peak firing pressure (PFP) for each specific speed (rpm). •Calibration of engine performance parameters including (brake specific fuel consumption (BSFC), brake mean effective pressure (BMEP), power, & torque generation. •Calibration of temperature & pressure values at each specific control point via sensors.

25

45

65

85

105

125

145

165

1000 1500 2000 2500 3000 3500 4000 4500

PFP

[b

ar]

Speed [rpm]

Peak Firing Pressure(bar)

Dyno (bar)

PFP (bar)

7

9

11

13

15

17

19

21

150

170

190

210

230

250

270

290

1000 1500 2000 2500 3000 3500 4000 4500

BM

EP [

bar

]

BSF

C [

g/kW

.h]

Speed [rpm]

BMEP & BSFC BSFC BSFC_Dyn+2% BFSC_Dyn-2%

BMEP BMEP_Dyn+2% BMEP_Dyn-2%

12,5

15

17,5

20

22,5

25

0

100

200

300

400

500

1000 1500 2000 2500 3000 3500 4000 4500

AFR

[-]

Air

_Flo

w [

kg/h

]

Speed [rpm]

Air_Flow & AFR Air_Flow Air_Flow +2% Air_Flow -2% AFR AFR_Dyn

0

0,005

0,01

0,015

0,02

0,025

0,03

0,035

0,04

190 195 200 205 210 215 220 225 230 235 240

Acc

um

ula

ted

So

ot

[mg]

Crank Angle [deg]

Accumulated Soot_AVL [mg]

Acc_S1700rpm

Acc_S1800rpm

Acc_S1900rpm

Acc_S2000rpm

0

0,005

0,01

0,015

0,02

0,025

180 200 220 240 260 280 300

Soo

t M

ass

[mg]

Crank Angle [deg]

soot mass formation & oxidation via Hiroyosu

soot_mf [mg]

soot_mo [mg]

•In the light of this work it could be said it is possible to capture the soot trends by simplistic soot models when the engine model is constructed accurately. However, we could not be able to find a universal constant valid for all speed modes that can describe the formation & oxidation of soot particles.

•[1]-Kirschen, P., K. Boulouchos, ''Development and validation of a phenomenological mean value soot model for common-rail diesel engine'', Society of Automotive Engineers International, 2009. •[2]-AVL List Gmbh, AVL BOOST Theory, Graz, 2011.

•Soot mass produced & consumed by formation and oxidation, and total soot mass predicted by Hiroyasu model at 2000 rpm under full-load are shown. As it can be seen from second figure, the large portion of the soot mass produced is consumed by oxidation reactions which mean that oxidation reactions are dominant at this condition. Total soot mass produced as a result of formation and oxidation reactions is shown.