Integration of A Single Cylinder Engine Model and A Boost System Model For Efficient Numerical Mapping of Engine Performance and Fuel Consumption
Integration of A Single Cylinder Engine Model and A Boost System Model For Efficient Numerical Mapping of Engine Performance and Fuel Consumption
Integration of A Single Cylinder Engine Model and A Boost System Model For Efficient Numerical Mapping of Engine Performance and Fuel Consumption
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Integration of a single cylinder engine model and a boost system model for
efficient numerical mapping of engine performance and fuel consumption
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2)
Department of Mechanical Engineering, University of Michigan, Ann Arbor, MI 48109-2121, USA
ABSTRACT−A numerical engine mapping methodology is proposed for the engine performance and fuel consumption map
generation. An integrated model is developed by coupling a single cylinder GT-Power® engine model with a MATLAB/
Simulink® based boost system model to simulate a turbocharged diesel engine over the entire engine operating speed and load
ranges within reasonable computational constraints. A single cylinder engine model with the built-in multi-zone combustion
modeling option in GT-Power® is configured as a predictive engine model. The cycle averaged simulation result from the
engine model is used as the boundary conditions of the boost system including intake and exhaust manifolds and a turbocharger.
The boost system model developed in MATLAB/Simulink® platform calculates the intake and exhaust conditions which are fed
back to the engine model. The integrated system model predicts the performance and fuel consumption of a turbocharged diesel
engine with better predictive capability than mean value engine models. Its computational time is fast enough to simulate the
engine over the entire engine operation range compared to multi-cylinder engine models.
KEY WORDS : Engine modeling, Engine mapping, Turbocharged diesel engine, Multi-zone model, Engine performance,
Engine fuel consumption
1. INTRODUCTION and can result in inaccurate and unrealistic maps due to non-
linear characteristics of engine maps especially in cases of
Integrated vehicle power train system simulation with power turbocharged diesel engines. Therefore, numerically generat-
generator, drive train, and vehicle dynamics plays important ing engine maps using a fast executing high-fidelity engine
roles in product planning or vehicle concept development of simulation can be an efficient alternative solution.
conventional and electric drive vehicles including battery One of relatively simple methods for engine modeling is
electric, hybrid electric, and plug-in hybrid electric vehicles. using a mean value engine model (Jenson et al., 1991; Jung
Vehicle simulation models can be used for feasibility study, et al., 2002; Jacobs et al., 2003; Canova, 2004). This
configuration comparison, and preliminary estimation of approach provides low frequency data of the engine
vehicle performance and fuel economy during the early- performance and intake and exhaust flow rates and
stage of conceptual design studies before building expensive temperatures for turbocharger operation. However, the
prototype vehicles. Vehicle simulation models for this purpose mean value modeling is not versatile and has limited
typically employ a lookup table based engine model due to predictive capability because parameters for a typical mean
its simplicity and computational efficiency in integrating the value model have to be re-calibrated for different engine
engine model into a vehicle model. designs or engine controls. Calibration process of the mean
However, complete engine performance and fuel consump- value modeling requires comprehensive engine test data over
tion maps over the entire engine operating speed and load wide operating conditions.
ranges are not often available for an engine that would More detailed and predictive modeling of an engine
suitable for a new conceptual vehicle. The experimental requires comprehensive information on the engine design,
engine mapping is not an option or time-consuming and specifications, and control. Modern diesel engines are
expensive if the suitable engine is not in production. typically turbocharged to compensate the lower power
Generating maps by extrapolating limited data points or density due to inherent lean fuel air mixture. To model a
available data from different size of type of engines is risky turbocharged diesel engine a multi-cylinder engine model is
required to calculate the mass flow rates and temperatures
in the intake and exhaust manifolds, which are resulted from
*Corresponding author. e-mail: [email protected] the interaction between the engine cylinders and the
1
2 D. JUNG, K.-H. KWAK, and D. N. ASSANIS
maps. In the second part, the model for engine mapping and the enthalpy changes.
executes simulation and generates data for the entire engine
·
operating points. Then the data are post processed to Wt, is = m· t cp, t ( Tin, t – Tout, t, is ) (2)
generate the engine maps.
·
where Wt, is is the isentropic power and is the mass flow
2.1. Single Cylinder Engine Model rate across the turbine, cp,t is the specific heat.
·
In this study a single cylinder model is used rather than The actual power of the turbine, Wt can be found by
complete multi-cylinder model or mean value model in combining equation (1) and (2) with isentropic turbine
order to efficiency.
• perform the engine simulation in reasonable computa- γt – 1 ⁄ γt
Pout,-t⎞
tion time, Wt = ηtmt cp, tTin, t 1 – ⎛⎝ --------- (3)
Pin, t ⎠
• avoid or minimize the modification of the engine model
for different types of engines, where ηt is the efficiency of the turbine. The definition of
and predict reasonable engine performance and fuel the isentropic efficiency is given as
consumption of a generic turbocharged diesel engine
Tout, t – Tin, t-
specified with very limited information of the engine ηt = ------------------------- (4)
Tout, t, is – Tin, t
specifications, design and control.The minimal essential
engine specifications that should be provided as user inputs The temperature of the turbine outlet is derived from the
are bore, stroke, compression ratio, connecting rod length, isentropic efficiency of the turbine as
injector nozzle diameter, the number of nozzle per injector, γt – 1 ⁄ γ t
Pout,-t⎞
and the number of cylinder. Any other design variables that Tout, t = Tin, t – Tin, tηt 1 – ⎛⎝ --------- (5)
Pin, t ⎠
are not specified by the user are estimated following the
guidelines by Heywood (1988). Intake and exhaust valve
diameters are determined based on the engine bore size (B) 2.2.2. Compressor
as 0.35·B and 0.3·B respectively. A constant value of 0.25 The compressor model is similar to the turbine model. The
is chosen as the typical value for maximum lift to valve following equations can be derived in the same way used
diameter ratio. Predefined generic cam profiles from an for the turbine.
existing heavy duty engine are scaled to match the valve γ –1⁄γ
· 1 Pout,-t⎞ t t
lifts and durations. Wc = ----- m· ccp, c Ta ⎛⎝ --------- –1 (6)
ηc Pin, t ⎠
Eighteen variables are transferred to the boost system
model from the engine model and vice versa. The variables γc – 1 ⁄ γc
1 Pout,-c⎞
are listed in . shows the single cylinder engine model in Tout, t = Tin, c + Tin, c ----- ⎛⎝ ---------- –1 (7)
ηc Pin, c ⎠
GT-Power® and communication block with MATLAB/
Simulink®. The MATLAB/Simulink® model takes these where the subscript c stands for compressor.
output signals and calculates input signals listed in for the
single cylinder engine model. The calculated signals are 2.2.3. Efficiency of turbocharger
transferred back to the engine model as its input signals. The efficiency of the turbocharger is obtained from a
turbocharger map. The turbocharger map typically contains
2.2. Turbocharger Model four measured variables: corrected shaft speed, corrected
mass flow rate, pressure ratio across device and efficiency.
2.2.1. Turbine Corrected terms are used to eliminate effects of the inlet
Power produced by a turbine in a turbocharger can be pressure and temperature to the efficiency of the device.
expressed with the isentropic efficiency and the enthalpy The shaft speed and pressure ratios are used as independent
difference across the turbine inlet and outlet. The enthalpy is variables to find the efficiency and the mass flow rate. The
a function of temperature for an ideal gas. For isentropic shaft speed of the turbocharger is calculated with a
process of a turbine the ratio of inlet and outlet temperatures dynamic equation.
can be expressed with the pressure ratio as · ·
ηm ( Wt – Wc )
ω· = --------------------------- (8)
T Pout, t, is-⎞
γ t – 1 ⁄ γt
Iω
out, t, is
------------- = ⎛⎝ ------------- (1)
Tin, t Pin, t ⎠
where ω is the angular velocity of shaft, ηm is the
Where Tout,t,is is the gas temperature at turbine outlet for mechanical efficiency of the turbocharger and I is the
an isentropic process, is Tin,t the gas temperature at turbine inertia of the turbocharger.
inlet, and Pin,t and Pout,t are the pressures at turbine inlet and To calculate the pressure ratio across the turbocharger, a
outlet. γt is the specific heat ratio. filling and emptying model is employed to calculate the
Isentropic power is expressed with the mass flow rate pressures in the buffering volume in the intake and exhaust
4 D. JUNG, K.-H. KWAK, and D. N. ASSANIS
manifolds. Based on the mass conservation, the 1st law of A single rectangular shape injection profile is used and
thermodynamics with the ideal gas assumption, the rate of scaled for the fuel injection amount and injection duration
temperature change in the buffering volume can be derived as in the model. The discharge coefficient of the injector was
assumed to be 0.7 which is a typical value for diesel
· 1 ·
Tv = ------------- [ Hnet, v – m· v ( hv – RTv ) ] (9) injectors with non-tapered nozzle unless the user specifies
m v c v, v
the value. Number of holes per injector and nozzle size are
where user inputs. The injection rate is calculated from the
difference of the injection pressure and the cylinder
· ·
Hnet, v = Qin + m· in hin – m· outhout (10) pressure with the given injector geometry and can be
expressed by the following equation.
·
Qin is the heat transfer rate to the volume, mv is the
instantaneous mass in the volume, hv is the instantaneous m· = CdAn 2ρl∆P (17)
enthalpy of the gas in the volume and R is the gas constant.
Then, rate of change of the pressure in the volume is where ρl is the density of liquid fuel and An is the nozzle
expressed as hole area.
· 1 ·
Pv = ----- ( m· vRTv – mvRTv ) (11) 2.4.2. Injection timing
Vv
Injection timing varies depending on the engine design and
where Vv is volume of the buffer. control strategy over the operating range. The impact of
injection timing on engine performance is well known. An
2.3. Turbocharger Map Scaling injection timing strategy for minimal fuel consumption is
Proper turbocharger map is essential for the engine implemented in the model. For a given mass of fuel at each
modeling but it is often not available from the manufacturer. operating point, injection timing is determined to achieve
Thus turbocharger scaling routine previously developed by the best BSFC with two constraints: equivalence ratio limit
Lee (2009) is implemented in the MATLAB/Simulink® and maximum cylinder pressure.
model. In the scaling routine, baseline turbine and compressor Injection timing is one of the variables affecting the
maps are scaled to achieve maximum compressor efficiency equivalence ratio because injection timing affects the
at the rated power point. The scaling routine assumes exhaust gas properties and, in turn, the boost pressure.
similar geometry and same impeller/blade tip speed for a Typically maximum allowable equivalence ratio is limited
scaled turbocharger. at the maximum torque point to regulate the smoke
· · emission and the limit is adjusted at higher engine speeds for
m
------12 = m
------22 (12) better combustion efficiency. Maximum cylinder pressure is
D1 D2 typically limited to avoid any excessive mechanical stress
and engine durability problems (Lee, 2009). The maximum
N1 D1 = N2 D2 (13) fuel injection at a given engine speed is also limited by the
equivalence ratio limit.
and
3. SIMULATION RESULT
η1 = η2 (14)
3.1. Experiment Data
where m· is the mass flow rate, D is the impeller diameter, The experimental data is collected from a Detroit Diesel
N is the shaft speed and η is the efficiency of the device. Corporation (DDC) Series 60 heavy-duty six cylinder
The subscripts, 1 and 2 denote the baseline and scaled diesel engine. The engine specification is listed in and test
turbo-machinery, respectively. conditions are presented in . The engine speed is changed
The scaling factor is defined as from 900 rpm to 2100 rpm with 300 rpm increment at 50 %
· load and the engine load is increased from 25 % to 100 %
α=m ------2 (15) with 25 % load increment at 1800 rpm.
m· 1
then, the diameter and the shaft speed can be expressed as 3.2. Engine Model Simulation Result
Prior to integrating the turbocharger model with the single
D-1 N
----- 1
= -----2 = --- (16) cylinder engine model, the test conditions given in Table 3
D2 N1 α are simulated using the single cylinder engine model with
Details of the scaling routine are described in Lee (2009). predefined intake and exhaust port conditions from the
experimental data. The simulation results are compared
2.4. Fuel Injection with the experiment data for the validation of the engine
2.4.1. Injection duration model. The multi-zone combustion model in the GT-
INTEGRATION OF A SINGLE CYLINDER ENGINE MODEL AND A BOOST SYSTEM MODEL FOR EFFICIENT 5
4. CONCLUSIONS
engine behavior in a reasonable manner with limited Jensen, J.-P., Kristensen, A. F., Sorenson, S. C., Houbak, N.,
technical information on the engine to generate the engine and Hendricks, E. (1991). Mean value modeling of a
performance and fuel consumption maps. small turbocharged diesel engine. SAE Paper No. 910070.
Jung, M., Ford, R., Glover, K., Collings, N., Christen, U.,
ACKNOWLEDGEMENTS−The authors would like to and Watts, M. J. (2002). Parameterization and transient
acknowledge the technical and financial support of the validation of a variable geometry turbocharger for mean-
Automotive Research Center (ARC). The ARC is a U.S. Army value modeling at low and medium speed-load points.
Center of Excellence for Automotive Research at the University SAE Paper No. 2002-01-2729.
of Michigan.
Lee, B. (2009). Dual-Stage Boosting Systems: Modeling of
Configurations, Matching and Boost Control Options.
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