Upload
manish-karnani
View
234
Download
0
Embed Size (px)
Citation preview
8/3/2019 Sloan Auto Lab
1/51
Sloan Automotive Laboratory
Massachusetts Institute of Technology
Cambridge, MA, USA
Sloan Automotive Laboratory
31-153
Massachusetts Institute of Technology77 Massachusetts Avenue
Cambridge, MA 02139-4307
Phone: (617) 253-4529
Fax: (617) 253-9453
http://engine.mit.edu December, 2004
I
M T
8/3/2019 Sloan Auto Lab
2/51
Sloan Automotive Laboratory
Massachusetts Institute of Technology
Cambridge, MA, USA
Founded 1929 by Professor C.F. Taylor, with a grant
from A. P. Sloan
Established as a major laboratory forautomotive
research
Extensive industrial and government funding
Research areas:
- Internal combustion engine
- Fundamental combustion studies
- Engine/fuel inter actions- Engine and fuels technology assessment
Objective: Contribute to future developments in automotive
technology through fundamental and applied
research on propulsion technology and fuels
I
M T
8/3/2019 Sloan Auto Lab
3/51
Sloan Automotive Laboratory
Faculty and Staff
Professor Wai K. Cheng, Associate DirectorCombustion, diagnostics, engine design
Professor William H. Green, Jr. (Chem. Eng.)Combustion chemistry, fuels
Professor John B. Heywood, Director
Engine combustion, performance and emissions; enginedesign
Professor James C. Keck (Emeritus)Combustion, thermodynamics, kinetics
Dr. Tian Tian
Analysis, lubrication, engine dynamics
Dr. Victor W. Wong, ManagerLubrication, engine design and operating characteristics
About 25 graduate students are involved in the researchprojects
I
M T
8/3/2019 Sloan Auto Lab
4/51
Sloan Automotive Laboratory
Facilities
12 Test Cells:
Single cylinder Spark-Ignition engines
Single cylinder HCCI engine with VVT Multi-cylinder Spark-Ignition engines
Heavy Duty Multi-cylinder Diesel engine
Optical-access engines with transparent
cylinders for combustion and lubricationmeasurements
Rapid compression machine
I
M T
8/3/2019 Sloan Auto Lab
5/51
Sloan Automotive Laboratory Facilities:
Special Equipment
LIF imaging systems
Fluorescence-based lubricant film diagnostic
High-speed digital video camera (1000 frames/s)
Particulate Spectrometer
Gas chromatograph
Fourier transform infrared analyzer
Laser Phase Doppleranemometer
Fast-response FID Hydrocarbon and NOx analyzers
I
M T
8/3/2019 Sloan Auto Lab
6/51
Current/Recent Research ProjectsI
M T
Engine and Fuels Research Consortium (DaimlerChrysler, Delphi, Ford,GM, Saudi Aramco)
Lubrication Consortium (Dana, Mahle, PSA, Renault, Volvo Truck)
Homogeneous-Charge-Compression-Ignition (HCCI) Engine (DOE)
Control-Auto-Ignition (CAI) Engine (Ford)
Plasmatron Enabled SI Engine Concepts (Ford, Arvin Meritor)
Engine starting strategies (DaimlerChrysler)
Robust Retarded Combustion (Nissan)
Clean Diesel Fuels (DOE)
Oil Aeration Study (Ford) Heavy Duty Natural Gas Engine Friction Reduction (DOE)
Heavy Duty Diesel Engine Wear Reduction (DOD)
High Speed Engine Lubrication (Ferrari)
Assessment of Future Powertrain, Vehicle, and Fuels Technology (V.
Kann Rasmussen Foundation, Energy Choices Consortium)
8/3/2019 Sloan Auto Lab
7/51
Industrial Consortium Operation
Multi-sponsor, multi-year program
Pre-competitive research agenda
Regular meetings (every 4 months) to set program
agendaand discuss research findings
Periodic visits to sponsor companies for discussionwith staff
Direct technology transfer through exchange ofpersonal and use of facilities and computer codes
I
M T
8/3/2019 Sloan Auto Lab
8/51
Engine and Fuels Research Consortium
Current Research Program Str ategies to reduce engine start up emissions
Fast catalyst light-off strategies
Fundamental study of particulate matters formation
Catalyst behavior: effects of sulfurand age oneffectiveness
I
M T
1982 - present
Current Focus: SI EnginesMembers:
DaimlerChrysler Corp.,Delphi Corp., Ford Motor Co.,
General Motors Corp., Saudi Aramco
8/3/2019 Sloan Auto Lab
9/51
Industrial Consortium on Lubrication in IC Engines
Current Research Program Characterization of lubricant behavior between piston
and linerand its impacts on engine wear, friction and
lubricant requirements
Quantitative 2D LIF visualization of oil film
dynamics in the piston/liner interface
Modeling of oil transport/consumption and ring
friction
Application to ring designs (geometry and tension)
I
M T
1989 - present
Current Focus: Piston/liner tribologyMembers:
Dana Corp., Mahle Corp., Peugeot SA, Renault, Volvo Truck
8/3/2019 Sloan Auto Lab
10/51
Research High Lights
8/3/2019 Sloan Auto Lab
11/51
Drivers for Emissions Research
1975 1980 1985 1990 1995 2000 2005 2010
0.01
0.1
11977
1975
19811994 US
1994 TLEV
1997 TLEV
1997-2003 ULEV
2004 SULEV2
NMOG(g
/mile)
Starting year of implementation
1975 1980 1985 1990 1995 2000 2005 2010
0.01
0.1
11977
1975
19811994 US
1994 TLEV
1997 TLEV
1997-2003 ULEV
2004 SULEV2
NMOG(g
/mile)
Starting year of implementation
1975 1980 1985 1990 1995 2000 2005 20100.01
0.1
1
1975
1977
19811994 TLEV
1997-2003 ULEV
2004 SULEV2
NOx(g/m
ile)
Starting year of implementation
1975 1980 1985 1990 1995 2000 2005 20100.01
0.1
1
1975
1977
19811994 TLEV
1997-2003 ULEV
2004 SULEV2
NOx(g/m
ile)
Starting year of implementation
Least square fit:
Factor of 10 reduction in both HC and NOx
every 15 years
8/3/2019 Sloan Auto Lab
12/51
Engine start
up behavior
2.4 L, 4-cylinder
engine
Engine startswith Cyl#2
piston in mid
stroke of
compression
Firing order
1-3-4-2
First fuel pulse
~90 mg/cylinder
First firing:
Cyl#2
Integrated HC emissions:
1st peak
16 mg Total: 71 mg (SULEV:
FTP total is < 110 mg)
2nd peak
55 mg
8/3/2019 Sloan Auto Lab
13/51
First cycle in-cylinderJ results (SAE 2002-01-2805)
Lean Limit of consistent firing
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
0 50 100 150 200 250 300 350
Injected Fuel Mass (mg)
FirstC
ycleIn-cylinder
J
R300 ( 40C, MAP 0.92 bar )
R600 ( 40C, MAP 0.8 bar )
R900 ( 40C, MAP 0.7 bar )
R300 ( 60C, MAP 0.92 bar )
R600 ( 60C, MAP 0.8 bar )
R900 ( 60C, MAP 0.7 bar )
R300 ( 80C, MAP 0.92 bar )
R600 ( 80C, MAP 0.8 bar )
R900 ( 80C, MAP 0.7bar )
R200 ( 20C, Zetec Engine )
R200 ( 0C, Zetec Engine )
RPM Tcoolant
80C
60C
40C
20C
0C
8/3/2019 Sloan Auto Lab
14/51
First cycle fuel delivery efficiency results (SAE 2002-01-2805)
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 50 100 150 200 250 300
Injected Fuel Mass(mg)
DeliveryEfficiencyIf
RPM
Tcoolant
0C
20C
40C
60C
80C
R300 ( 40C, MAP 0.92 bar )
R600 ( 40C, MAP 0.8 bar )
R900 ( 40C, MAP 0.7 bar )
R300 ( 60C, MAP 0.92 bar )
R600 ( 60C, MAP 0.8 bar )
R900 ( 60C, MAP 0.7 bar )
R300 ( 80C, MAP 0.92 bar )
R600 ( 80C, MAP 0.8 bar )
R900 ( 80C, MAP 0.7bar )
R200 ( 20C, Zetec Engine )
R200 ( 0C, Zetec Engine )
8/3/2019 Sloan Auto Lab
15/51
Effect of delaying IVO on 1st cycle fuel delivery(SAE 2004-01-1852)
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
-20 -10 0 10 20
Intake Valve Opening (CAD from TDC Exhaust)
Fuelequivalen
ceRatio(*)
132.9 mg 199.3 mg 265.7 mgInjected mass:
PISTON
DISPLACES
MORE LEAN
CHARGE AS
IVC DELAYED
INTAKE
FLOW
PISTON
LEAN
RICH
INCOMING
MIXTURE
INCREASINGLY
LEAN AS PISTON
DRAWS IN
CHARGE
PISTON
DISPLACES
MORE LEAN
CHARGE AS
IVC DELAYED
INTAKE
FLOW
PISTON
LEAN
RICH
PISTONPISTON
LEAN
RICH
INCOMING
MIXTURE
INCREASINGLY
LEAN AS PISTON
DRAWS IN
CHARGE
0 500 1000 1500 20000
5
10
15
20
25
30
35
PressureIn-cylinder HC
value for*
calculation
HC
Crank angle
Pressure(bar)
orHCmolefraction(%)
8/3/2019 Sloan Auto Lab
16/51
Exhaust port/runner oxidation
with retard spark timing
Cylinder Exit [Quenching]
Port Exit [FFID: 7-cm from EVRunner [FFID: 37-cm from EV
Exhaust Tank 120-cm from EV
-150150
10
20
30
40
50
60
HCEmissions(g-HC/kg-fuel)
Spark Timing ( BTDC)
3.0 bar n-imep, 1500 RPM, P =1.0, 20C
8/3/2019 Sloan Auto Lab
17/51
Secondary air injection
Ref value: at
condition of
15o
BTDC sparkand P = 1
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.00.2
0.4
0.6
0.8
1.0
1.2
1.4
Sp =0 BTDC
Sp =15 BTDC
P= 0.85
P=
1.0P= 1.1
3.0 bar NIMEP, 1500 RPM, 20 C
Sp = -15BTDC
Pexhaust = 0.85
PExhaust=1.4
HC/H
Cref
value.fRe
)hm( catalysts
8/3/2019 Sloan Auto Lab
18/51
0.2
0.4
0.6
0.8
1
NO
/NOinlet
4K miles aged
50K miles aged
150K miles aged
0
0
0.2
0.4
0.6
0.8
1
CO/COinlet 4K miles aged
50K miles aged
150K miles aged
0
0.2
0.4
0.6
0.8
1
0 0.2 0.4 0.6 0.8 1
Fraction of cumulative catalyst volume
HC/HC
inle
t4K miles aged
50K miles aged
150K miles aged
0.2
0.4
0.6
0.8
1
NO
/NOinlet
4K miles aged
50K miles aged
150K miles aged
0
0.2
0.4
0.6
0.8
1
NO
/NOinlet
4K miles aged
50K miles aged
150K miles aged
0
0
0.2
0.4
0.6
0.8
1
CO/COinlet 4K miles aged
50K miles aged
150K miles aged
0
0.2
0.4
0.6
0.8
1
CO/COinlet 4K miles aged
50K miles aged
150K miles aged
0
0.2
0.4
0.6
0.8
1
0
0.2
0.4
0.6
0.8
1
0 0.2 0.4 0.6 0.8 1
Fraction of cumulative catalyst volume
HC/HC
inle
t4K miles aged
50K miles aged
150K miles aged
4K miles aged
50K miles aged
150K miles aged
7 ppm fuel S
1600 rpm0.5 bar PintakeSpace vel.
- 4.4x104/hr
P modulation
- 2 Hz
- (P= 0.025
Catalyst
performance
(SAE 2003-01-1874)
8/3/2019 Sloan Auto Lab
19/51
0
250
500
0
250
500
0
25
50
0
25
50
0
25
50
0
25
50
0 2 4 6 8 100
25
50
Time (s)
NO(
ppm)
Time-resolved NO profiles along catalyst (SAE 2003-01-1874)
Aged 4k-miles; 4.4x104/hr space vel.; l modulation: 1Hz, (P= 0.03
0% cumulative
catalyst vol.
17%
33%
50%
67%
82%
100%
8/3/2019 Sloan Auto Lab
20/51
0 100 200 300 400 5000.6
0.8
1
Normaliz
edO2
Storage
Fuel sulfur (ppm)
Slope:
10% decreasein O2 storage
capacity with
every 150 ppm
increase in
fuel S
Fuel Sulfur Effect on Oxygen Storage Capacity:
Age effect and fuel S effect are separable
10 100
1
2
Catalyst age (k-miles)
7ppmS33ppmS266ppmS500ppmS
Power law: O2 storagew age- 0.84
O2
storage
capacity(g)
8/3/2019 Sloan Auto Lab
21/51
Plasmatron Fuel ReformerDeveloped at the MIT Plasma Science and Fusion Center
25%H2
49%N2
26%CO
Mole FractionSpecies
Products of the IdealReaction
Ideal Partial Oxidation Reaction:
Air 2
Air 3 Fuel
Fuel Air 1
1
2
3
4
Plasmatron
1stStage
Reactor
2ndStage
Reactor
Nozzle
Section
Flow Direction
2222
773.322
773.32
Nn
Hm
nCONOn
HC plasmatronmn p
8/3/2019 Sloan Auto Lab
22/51
Effect of Plasmatron gas on lean operation(1500 rpm, 3.5 bar NIMEP, SAE2003-01-0630)
27%
28%
29%
30%
31%
32%
33%
1 1.2 1.4 1.6 1.8 2 2.2
Lambda
OverallNet
Indicated
Efficiency(%)
Synth. Plas. gas = 10%
Synth. Plas. gas = 20%
Synth. Plas. gas = 30%
Indolene Only
10
100
1000
10000
1 1.2 1.4 1.6 1.8 2 2.2
Lambda
NOx(PP
M)
H2 Add = 10% Equiv
H2 Add = 20% Equiv
H2 Add = 30% Equiv
Synth. Plas. gas = 10%
Synth. Plas. gas = 20%
Synth. Plas. gas = 30%
Indolene Only
(Assume ideal
Plasmatron
efficiency of 86%)
8/3/2019 Sloan Auto Lab
23/51
ONR Decrease with Plasmatron Reformate(1500 rpm, 8.5 bar NIMEP, MBT spark timing; SAE 2004-01-0975)
50
60
70
80
90
100
1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8
Lambda
ONofPRFintoE
ngine
atAudibleKn
ock
PRF, 0% Plas Fraction
15% Plas Fraction
30% Plas Fraction
8/3/2019 Sloan Auto Lab
24/51
VVT
Engine
for HCCI
operation
Geometric
compression
ratio = 8 to16
Spacer to change geometric compression ratio
8/3/2019 Sloan Auto Lab
25/51
Mode Transition Considerations: Drive Cycle
-2
-1
0
1
2
3
4
5
6
7
8
9
0 500 1000 1500 2000 2500 3000 3500
RPM
Bmep(bar)
SAE 2002-01-0420
-2
-1
0
1
2
3
4
5
6
7
8
9
0 500 1000 1500 2000 2500 3000 3500
RPM
Bmep(bar)
SAE 2002-01-0420
8/3/2019 Sloan Auto Lab
26/51
Details of mode transition
-1
4
9
14
19
24
440 450 460 470 480 490 500 510Time (s)
Gear,Bmep(bar),RP
0
5
10
15
20
25
30
35
40
Vehiclespeed(mph
Gear
bmep(bar)
RPM/100
Av_Velocity
a
b
c
e
d
f
h
gp
0nmlki
u
t
s
r
q
v
h2
0
10
2030
40
50
60
0 200 400 600 800 1000 1200 1400
Ge
ar,Bmep(bar),
RPM/100
Time (s)
AverageVehicleSpeed(m
ph)
Time (s)
MPH
-1
4
9
14
19
24
440 450 460 470 480 490 500 510Time (s)
Gear,Bmep(bar),RP
0
5
10
15
20
25
30
35
40
Vehiclespeed(mph
Gear
bmep(bar)
RPM/100
Av_Velocity
a
b
c
e
d
f
h
gp
0nmlki
u
t
s
r
q
v
h2
0
10
2030
40
50
60
0 200 400 600 800 1000 1200 1400
Ge
ar,Bmep(bar),
RPM/100
Time (s)
AverageVehicleSpeed(m
ph)
Time (s)
MPH
8/3/2019 Sloan Auto Lab
27/51
Details of transition
-2
-1
0
1
2
3
4
5
6
7
8
0 500 1000 1500 2000 2500
Speed (rpm)
Bmep(b
ar)
a
q p
o
n
m
l
k
j
i
h
g
f
e
d
c
b
vu
t
s r
-2
-1
0
1
2
3
4
5
6
7
8
0 500 1000 1500 2000 2500
Speed (rpm)
Bmep(b
ar)
a
q p
o
n
m
l
k
j
i
g
fc
vu
t
s r
h2
HCCI region
8/3/2019 Sloan Auto Lab
28/51
A non-robust SI-HCCI transition
(1500 rpm, 15oBTDC spark)
1st HCCI cycle
SI assisted
cycles
SI HCCI
IVO 20 80 atdc-i
IVC 210 185 atdc-i
EVO 495 495 atdc-i
EVC 700 650 atdc-i
All subsequent
cycles were HCCIcombustion
IV lift EV lift
0 1000 2000 3000 4000 5000
Crank angle (deg.)
0
20
40
60
80
Pressure(bar)
8/3/2019 Sloan Auto Lab
29/51
A Knocking transition
0
1 0
2 0
3 0
4 0
5 0
6 0
0
1 0
2 0
3 0
4 0
5 0
6 0
0
1 0
2 0
3 0
4 0
5 0
6 0
Pressure(ba
r)
Pressure(bar)
Pressure(bar)
6 0 6 1 6 2 6 3 6 4 6 5 6 6-1 0
0
1 0
2 0
3 0
4 0
5 0
6 0
7 0
Cycle
Pre
ssure(bar)
0
1 0
2 0
3 0
4 0
5 0
6 0
0
1 0
2 0
3 0
4 0
5 0
6 0
0
1 0
2 0
3 0
4 0
5 0
6 0
Pressure(ba
r)
Pressure(bar)
Pressure(bar)
6 0 6 1 6 2 6 3 6 4 6 5 6 6-1 0
0
1 0
2 0
3 0
4 0
5 0
6 0
7 0
Cycle
Pre
ssure(bar)
6 0 6 1 6 2 6 3 6 4 6 5 6 6-1 0
0
1 0
2 0
3 0
4 0
5 0
6 0
7 0
Cycle
Pre
ssure(bar)
8/3/2019 Sloan Auto Lab
30/51
A Robust SI-HCCI Transition
(1500 rpm, 15oBTDC spark)
1st HCCI cycle
IV lift EV lift
0
20
40
60
80
Pressure(b
ar)
0 1000 2000 3000 4000 5000
Crank angle (deg.)
All subsequent cycles
in HCCI combustion
SI HCCI
IVO 20 95 atdc-i
IVC 210 10 atdc-i
EVO 495 495 atdc-i
EVC 700 630 atdc-i
8/3/2019 Sloan Auto Lab
31/51
First HCCI cycle and 10 following ones
175 180 185 190 195 200 205 210
20
25
30
35
40
45
50
55
Crank angle (deg)
pressure(bar)
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
1st
HCCI
cycle
8/3/2019 Sloan Auto Lab
32/51
100 cycles after first HCCI cycle
160 170 180 190 200 210 220
20
25
30
35
40
45
50
55
Crank angle (deg)
pressure(ba
r)1st
HCCIcycle
2nd
3rd
8/3/2019 Sloan Auto Lab
33/51
Controlling transition using valve timing
56 58 60 62 64 66 68 700
1
2
3
4
5
6
7
IMEP(bar
)
Cycle number
SIcycles
with
late
IVC
and
late
EVC Last SI cycle(59); early EVC
First HCCI cycle(60); early IVC
GIMEP
NIMEP
Valve timing(o atdc exhaust)
Cycle IVC EVO EVC IVO
58 278 492 731 26
59 278 495 658 30
60 236 496 641 54
61 215 494 639 7562, 219 493 644 78
8/3/2019 Sloan Auto Lab
34/51
Relationship between IMEP and CA-50
IMEP(ba
r)
Pumping
Net
Gross
0
0 .5
1
1 .5
2
2 .5
3
3 .5
4
4 .5
5
IMEP(ba
r)
Pumping
Net
Gross
Pumping
Net
Gross
Pumping
Net
Gross
10 12 1614 10 2420 22 26 28
CA-50 location (o
after TDC compression)
IMEP(ba
r)
Pumping
Net
Gross
0
0 .5
1
1 .5
2
2 .5
3
3 .5
4
4 .5
5
0
0 .5
1
1 .5
2
2 .5
3
3 .5
4
4 .5
5
IMEP(ba
r)
Pumping
Net
Gross
Pumping
Net
Gross
Pumping
Net
Gross
10 12 1614 10 2420 22 26 2810 12 1614 10 2420 22 26 28
CA-50 location (o
after TDC compression)
8/3/2019 Sloan Auto Lab
35/51
8/3/2019 Sloan Auto Lab
36/51
SI/HCCI/SI Transitions
Start with SI mode
Transition into CAI modein cycle#60
Transition back to SI modein cycle#136
Transition into CAI modein cycle#177
Cycle#
Nim
ep(bar)
SI HCCI SI HCCI
Cycle#
Nim
ep(bar)
SI HCCI SI HCCI
8/3/2019 Sloan Auto Lab
37/51
Open loop control: Modulation period at 30 cycles
0 50 100 150 200 250 300-1
0
1
2
3
4
5
6
Cycle no.
IMEP(bar),f
uelmasspercycle(mg)
GIMEP
NIMEP
PMEP
Fuel mass x 10
1500 rpm; modulation period of 30 cycles=2.4 sec
8/3/2019 Sloan Auto Lab
38/51
Open loop control: Modulation period at 14 cycles
1500 rpm; modulation period of 14 cycles=1.12 sec
0 50 100 150 200 250 300-1
0
1
2
3
4
5
6
Cycle no.
IMEP(bar),f
uelmasspercycle(mg)
GIMEP
NIMEPFuel mass x 10
PMEP
8/3/2019 Sloan Auto Lab
39/51
Open-loop step response
0 50 100 150 200 250
0
2
4
0 50 100 150 200 250
0.8
1
1.2
1.4
1.6
0 50 100 150 200 250
0
50
100
NIMEP(bar)
Valvetiming
(oABDC)
IVC
EVC
Fuelmass(m
g),
*
*
Fuel massx0.1
Cycle number
8/3/2019 Sloan Auto Lab
40/51
Closed-loop load controller
Rate
limiter
Z-2I Z-2I
Engine
Integrator
+ -
Look-
up-table
K
i+1th
cycle target
ri+1 u f,i u i
(ui
y i -1
y i+1
ri-1
w i
e i
8/3/2019 Sloan Auto Lab
41/51
Open-loop behavior
2
2.5
3
3.5
4
4.5
0 100 200 300 400 500 600 700 800 900 1000
Engine Cycle
NIMEP(bar)
0.9
1
1.1
1.2
1.3*
T
*
NIMEP
RPM
100
110
120
130
T(oC)
13001400
1500
1600
1700RPM
8/3/2019 Sloan Auto Lab
42/51
Closed-loop behavior
2
2.5
3
3.5
4
4.5
0 100 200 300 400 500 600 700 800 900 1000
Engine Cycle
0.9
1
1.1
1.2
1.3NIMEP(bar)
*
T
*
NIMEP
RPM
100
110
120
130
T(oC)
13001400
1500
1600
1700
RPM
8/3/2019 Sloan Auto Lab
43/51
LIF Oil Distribution Image
crown land skirt
Fluorescence intensity profile
Ring Pack Geometry
20 mm
7mm
No load (1 N.m) - Coolant 50 C - Oil 50 C
Expansion stroke
8/3/2019 Sloan Auto Lab
44/51
Compression stroke
Top Ring Up-Scraping Effect (1)
1700 rpm - No load (1 N.m), Coolant 50 C - Oil 50 C
Late compression stroke
Ring Twist
+Piston Tilt
Anti-Thrust
Side
8/3/2019 Sloan Auto Lab
45/51
Transport on the land: INERTIA
Early Upward Stroke
Exhaust & CompressionStroke
INERTIA
1200 rpm- No load (1N.m) - Coolant 50 C - Oil 50 C
Exhaust stroke
Compression stroke
INERTIA
T t th l d i
8/3/2019 Sloan Auto Lab
46/51
Transport on the land in
CIRCUMFERENTIAL DIRECTION1200 rpm- No load (1N.m) - Coolant 50 C - Oil 50 C
Compressionstroke
t = 0 s
t = 1 s
(10 cycles)
t = 2 s
(20 cycles)
3 mm
6 mm
Circumferential Oil Flow
8/3/2019 Sloan Auto Lab
47/51
Oil Transport through the Ring Gaps and Mist generation
Top
Ring
Scrape
r
Ring
Liquid oilBreak up into mist by high velocity
gas flow (liquid entrainment)
2
oilgas2h~
.h
.3!
oil
gas
gasoilQQ
Q
Q
Oil dragged from the piston may be entrained
into mist. Oil mist is carried by gas flow going
to crankcase or back to the combustion
Chamber.
PCV
B. Thirouard
Width of
the gas flow
Ring
Ring
Land 1
Land 2
8/3/2019 Sloan Auto Lab
48/51
PISTON SECONDARY
MOTION
RING - LINER
LUBRICATION
GAS FLOW
and
RING DYNAMICS
OIL TRANSPORT
and
OIL CONSUMPTION
Ring Pack simulation code structure
Ring/Groove Interface
Gas Flows
8/3/2019 Sloan Auto Lab
49/51
[1] [2]
oil
pgas
area in direct asperity contact
oil
RING
GROOVE
Ring/Groove Interface
asperity contact
oil squeezing
Dynamics of the Rings
Major Elements
of the ExistingRing Pack Models
Mixed Lubrication
Three Lubrication Modes
Outlet conditions
Flow continuity
Ring/Liner Interface
Forces and pressures
from the Expander/Spacer
Rail/Expander Interaction
CG
Gas Flows
Through groove
Through bore
Through gaps
Through waviness
8/3/2019 Sloan Auto Lab
50/51
FundamentalModels
RINGPACK-OC
FRICTION-OFT
TLOCR
TPOCR
PISTON2nd
IndividualOil
TransportProcessesandmodels Ring/Liner
ScrapingRedistribution
Ring/groove
Pumping out
Gas flow dragging
Piston lands
Gas flow driven
Inertia driven
Vaporization
On liner
On piston
Gap
Gap position
Mist
Zone Analysis
Oil Consumption Analysis Package
8/3/2019 Sloan Auto Lab
51/51
0 % 100 % Load
4200 rpm; 0 % - WOT
0
100
200
300
400
500
600
700
800
900
1000
40 80 120 160 200 240Time [s]
OilCons.
[Qg/cyc]
0
20
40
60
Blow-By[l/min]
,
AirFlow[l/s]
Oil Cons.Blow-By
Air flow
0
10
20
-360 -300 -240 -180 -120 -60 0 60 120 180 240 300 360CA [degrees]
Pressure
[bar]
Pres. 1
Pres. 2
Cylinder
2nd Land [pred.]
3rd Land [pred.]
Transient oil consumption and Mechanism
Measurements from theProduction Engine
Modeling
Research highlights: Integration of modeling and the Experiments on production and single-cylinder engines
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 180 360CA [degrees]
NormalizedLift[1=topposition]
Top Ring
2nd Ring