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MAK652E
Classification
Thermodynamic Models
Single-zone models
Multi-zone models
Combustion studies;
scientific aspects of combustion process
understanding combustion requires knowledge of thermodynamics,
heat and mass transfer and chemical reaction theory
Increasing the surface area increses reaction rate for example liquid sprays in
IC engines, flame propagation in turbulent combustion, pulvarised coal
combustors etc.
Increasing the temperature also increases reaction rate the rate of a chemical
exothermic reaction increases as the temperature increases.
The rate of such gaseous reaction is often proportional to,
exp (-C/T)
where C is a constant and T is the reaction absolute temperature.
Since fuel reactions are exothermic, thermal energy is released. If the energy
release rate is faster than it is transported away by heat transfer, energy
release rate increases and eventually explosion occurs.
Carnot (1796 1832) and some other scientists began to study key
nature of matter, energy and combustion
Early 1800 Joule proved that heat is a form of energy and not a material
substance
In the 20th century rapid progress has been made on combustion studies
Diesel Brayton
compression ign gas turbine Rankine Stirling
Thermodynamic models
Burned gas Unburned gas
Thermodynamic Models
based on the First Law of Thermodynamics, used to analyse the
performance and emissions of SI-engines
classified into two groups : single zone models and multi zone models
Governing equations for the flow field are solved various coordinate
systems can be used according to the formulation of the geometrical
conditions of the specified problem.
Single-zone Models
cylinder charge is assumed to be uniform in pressure, temperature
and composition.
If mass transfer into and out of the cylinder during intake and exhaust,
the heat transfer between in-cylinder gases and cylinder head, piston,
and cylinder liner, and the rate of charge burning (energy release
from fuel) are all known, the energy and mass conservation
equations permit the cylinder pressure and work transfer to the
piston to be calculated.
Intake
Cylinder and valve geometry
Thermodynamic properties
Compression
Flow rates
Transport properties
Expansion
Combustion rate
Single-zone Models
define the state of the cylinder charge in terms of average properties,
do not distinguish between burnt and unburnt gases and assume the
cylinder charge is homogeneous.
T
u u o cv dT
To
dQCH dT dV dQ dm
mcv p (h u ) CR
d d d d d (2)
substituting eqn (5) into eqns (2) and (3) gives heat released by
combustion - when heat transfer losses are specified.
pV mRT (6)
R f (T , p, , f )
Eqns (3) to (6) are substituted into eqn (2) to obtain an eqn which
relates the heat release rate to combustion chamber p and V, mass
fraction of residual gases, wall T and crevice V.
The resulting eqn can be used in heat release analyses if
experimentally determined p diagrams are used to predict the heat
release rate.
If the mass flow rates into crevices are neglected, the mass of the
cylinder charge is constant.
dm dmb dmu
0
d d d
Mass fraction of the burnt gases can be calculated from Wiebe function.
Wiebe function
mb 1 cos o / b
xb
m 2
mb o
m 1
(7)
xb 1 exp a
m b
dQCH dmb
C
d d
C is the heat of combustion which is approx uuo ubo
V Vc x A
D2
A
4
x r l PQ r l r cos l 2 r sin
2
hL
Nu a Reb Pr c
h the film heat transfer coefficient,
L characteristic dimension,
the gas thermal conductivity,
v characteristic velocity
L cp
Re Pr
Prof.Dr. Cem SORUBAY - ITU Automotive Laboratories
Single-zone Models
q w hATw T
v v
h 0.00326 p 0.8 mot comb
0.8
B 0.2 T 0.53
dQL
d
A a
D Re b
T Tw c T 4
T
4
w
6N
N engine speed [rpm]
A area exposed for heat transfer
a,b,c constants
thermal conductivity of gas
D engine bore diameter
T gas temperature
Tw wall temperature
They account for combustion chamber geometry and for the presence of
burnt and unburnt gases
Cylinder mixture is divided into burnt and unburnt zones, which are
seperated from each other be a surface of discontinuity an
infinitesimally thin flame that propagates into the unburnt gases.
Flame front
Propagation
Piston
U mu uu mbub u u o cv dT
To
Tu Tb
ub ub cv ,b dT
o
uu uu cv ,u dT
o
To To
mu mb m
m
Vu Vb V
Here, subscripts
so last two terms denote the heat fluxes associated with chemical
reactions and heat fluxes associated with flow into crevices
respectively.
Also,
dmu , R dmb, R
dmc
d d d
If there is leakage,
dm dmu ,CR dmb,CR
d d d
dmb, R dmb,CR
hb ub ub h
dTb dVb dQb
mb cv ,b p
d d d d d
here,
Vu Vb
hu uu p hb ub p
mu mb
dmCR dp / d
VCR
d RTw
mb mu
xb xu
m m
differentiating the above eqn for xb w.r.t. crank shaft angle gives,
The first order O.D.E. for mu, mb, Vb, Tu, Tb, mc and p are obtained.
Vu can be calculated by knowing Vb
This system of eqns is not closed - more unknowns than the number of
eqns.
dmc
Closure can be achieved by specifying mass burning rate,
and the geometry of the flame front. d
Flame front is usually assumed to propagate spherically from the
spark plug, and the mass burning rate (or turbulent flame speed)
is either specified or calculated by phenomenological models.
dmb
u A f ST
d
If ST g S L
where g is a function of engine speed, the resulting model is unable
to predict combustion duration as a function of the ignition delay time
and equivalence ratio.
It is an algebraic model.
Prof.Dr. Cem SORUBAY - ITU Automotive Laboratories
Calculation of the Mass Burning Rate
Algebraic Models
calculated from the mean flow (K) and turbulence kinetic energy (k)
conservation equations.
1/ 2
dK V2
m exh KL k
m int int
PK P C 2
dt 2 m m
dk
P m k
m exh
2k / 3m
3/ 2
dt m L
Prof.Dr. Cem SORUBAY - ITU Automotive Laboratories
Calculation of the Mass Burning Rate
u Af u ' S L
dme
dt
dmb me mb
b
dt b SL
Tu p
SL
S L ,ref Tref
p
4.706 f 2 4.062 f 1
ref
1/ 2
where f is the residual mass fraction.
15
L u' L
ST f S L
f Re
ST
Andrews model SL
u'
Re
dmc
u A f ST
d