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DIESEL ENGINE out EXHAUST TEMPERATURE MODELLING Moving from a Map Based to Physically Based Model Approach Master’S Thesis in Automotive Engineering

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DIESEL ENGINE out EXHAUST TEMPERATURE MODELLING Moving from a Map Based to Physically Based Model Approach Master’S Thesis in Automotive Engineering DIESEL ENGINE OUT EXHAUST TEMPERATURE MODELLING Moving from a map based to physically based model approach Master’s thesis in Automotive Engineering SUDIP SARKAR JAYESH GHARTE Department of Applied Mechanics CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2017 2 MASTER THESIS 2017 Number: 89 DIESEL ENGINE OUT EXHAUST TEMPERATURE MODELLING Moving from a map based to physically based model approach Sudip Sarkar Jayesh Gharte Department of Applied Mechanics, Division of Combustion CHALMERS UNIVERSITY OF TECHNOLOGY Goteborg, Sweden 2017 3 Diesel Engine Out Exhaust Temperature Modelling Moving from a map based to physically based model approach SUDIP SARKAR JAYESH GHARTE © SUDIP SARKAR, JAYESH GHARTE 2017 Supervisor: - Anders Boteus, Martin Larsson Examiner: - Sven B. Andersson Master Thesis 2017: 89 ISSN: 1652-8557 Department of Applied Mechanics Division of Combustion Chalmers University of Technology SE-412 96 Göteborg Sweden Telephone: + 46 (0)31-772 1000 Cover: Illustration of gas flow through exhaust port, Section 2.3.1 Figure 5 Department of Applied Mechanics Göteborg, Sweden 2017 4 DIESEL ENGINE OUT EXHAUST TEMPERATURE MODELLING Moving from a map based to physically based model approach Master thesis in Automotive Engineering SUDIP SARKAR JAYESH GHARTE Department of Applied Mechanics Division of Combustion Chalmers University of Technology ABSTRACT __________________________________________________________________________________ Engine out exhaust gas is an input to the engine system components downstream, which are directly or indirectly responsible for air charge control, emission regulation, torque control or are used as feedback to the engine control system. This makes the accurate prediction of the exhaust gas an important criterion for the control system. Automotive manufacturers use map based models for the prediction of exhaust temperature at known engine operating conditions. The aim of this thesis is to design a predictive physically based exhaust temperature model for a typical diesel engine. The model predicts the temperature of the exhaust gases at the end of the exhaust port with acceptable levels of accuracy. Previously available map based models were specific to the engine and required extensive test data for creation and validation of such maps. The model developed in this thesis is physically based, which enables its usage across a range of typical diesel engines with reasonable modifications. This thesis also includes two different modelling approaches for the temperature prediction. One being an averaged out cyclic approach while the other being a more resolved computation at crank angle degrees. Data from test rig is used as input parameter for calibrating and tuning the models. An attempt to understand the transient effects at the end of the exhaust port is also a part of the thesis and precedes the discussion on modelling. Keywords: - Diesel Engine, Engine Out Exhaust Temperature, Heat Transfer, Hohenberg Overall Heat Transfer, Crank Angle Resolved Model, Dual Cycle Model, Wiebe’s Curve, Mass Fraction Burnt, Calibration, Tuning, Optimization, Transient Behaviour, Temperature Sensor, Part Load Test 5 6 ACKNOWLEDGEMENT __________________________________________________________________________________ We would like to thank Volvo Cars and Chalmers for creating this exciting opportunity to work on such an interesting problem statement. We would like to thank our supervisor Martin Larsson for the valuable guidance, feedback, technical inputs and much required course corrections along the way. Our innumerable queries could neither reach the limit of his patience nor did our occasional persistence deter him from encouraging us to explore wider horizons. We would like to thank our manager Anders Boteus for facilitating us and creating the perfect work environment. The support we received from him prompts us to set new benchmarks in our perception of an ideal manager. We also would like to thank all those in the department and outside who were glad to give us their valuable time and share their knowledge and experiences. Finally, we would like to thank our examiner at Chalmers, Professor Sven B. Andersson for helping us lay the necessary academic foundation on which all of the work is based. We find ourselves to be very fortunate being encouraged by him to explore, persevere, strive for continuous improvements till we succeed. 7 8 Nomenclature __________________________________________________________________________________ Symbol Description Unit 푥푏 Fuel mass fraction burned - 푀1 The efficiency parameter of the Wiebe function - 푀2 The form factor of the Wiebe function - 휃푑푢푟 Combustion duration Degree 휃 Crank angle Degree 휃푏 Crank angle at start of combustion Degree 푇1 Intake air charge temperature K 푚푒푔푟 Mass flow rate of EGR gasses Kg/s 푤푎푖푟 Mass flow rate of the fresh air charge Kg/s 푇푒푚푝푟푒푣 Temperature in the exhaust manifold at the end of previous cycle 퐾 푇푖푛 Intake air temperature 퐾 훾1 Ratio of the specific heat - 퐶푝1 Specific heat at constant pressure 퐾퐽⁄퐾푔 퐾 퐶푣1 Specific heat at constant volume 퐾퐽⁄퐾푔 퐾 2 푃2 Pressure inside the cylinder when piston is at TDC 푁⁄푚 2 푃1 Pressure inside the cylinder when piston is at BDC 푁⁄푚 3 푉1 Volume occupied by gas when piston is at BDC 푚 3 푉2 Volume occupied by gas when piston is at TDC 푚 푇2 Temperature inside the cylinder after compression stroke 퐾 푇푤1 Assumed wall temperature which is equivalent to the T1 퐾 푚1 Mass flow rate of both EGR gasses and fresh air 퐾푔/푠 2 ℎ푔 Overall heat transfer coefficient for exhaust gas 푊⁄푚 퐾 퐶1 Hohenberg coefficient 1 - 퐶2 Hohenberg coefficient 2 - 푠푝 Piston velocity 푚⁄푠 푇2ℎ푡 Temperature after heat transfer 퐾 퐶푣 Specific heat at constant volume 퐾퐽⁄퐾푔 퐾 2 ℎ푐 Convective heat transfer coefficient of coolant 푊⁄푚 퐾 2 퐴푔 Area available to gases in cylinder for heat transfer 푚 푇푤2 Wall temperature after heat transfer K 2 퐴푐 Area available to coolant around cylinder for heat transfer 푚 푇3푎 Temperature at the end of constant volume combustion 퐾 푤푓푢푒푙 Mass of fuel injected 퐾푔 푥푐푣 Mass fraction of fuel burnt at constant volume - 푞ℎ푣 Calorific value of Diesel fuel J/Kg 9 2 푃3푎 Pressure at the end of constant volume combustion 푁⁄푚 2 푃2 Pressure at the end of Compression 푁⁄푚 3 푉3푎 Volume at the end of constant volume combustion 푚 푚2 Total mass available for heat transfer after constant volume combustion Kg 푇3푎ℎ푡 Temp. at the end of constant volume combustion after heat transfer 퐾 푇푤3푎 Temp. of cylinder walls after constant volume combustion K 푇3 Temperature at the end of constant volume combustion K 3 푉3 Volume at the end of constant volume combustion 푚 푚3푎 Total mass available for heat transfer after constant pressure combustion Kg 퐶푣3푎 Specific heat at constant volume 퐾퐽⁄퐾푔 퐾 푇3ℎ푡 Temp. at the end of constant pressure combustion after heat transfer 퐾 2 푇푤3 Temp. of cylinder walls after constant pressure combustion 푁⁄푚 2 푃4 Pressure at the end of expansion 푁⁄푚 3 푉4 Volume at the end of expansion 푚 푇4 Temperature at the end of expansion 퐾 푚3 Total mass available for heat transfer during expansion 퐾푔 푇4ℎ푡 Temp. at the end of expansion after heat transfer 퐾 푇푤푝표푟푡 Exhaust port wall temperature K 2 ℎ푔푝표푟푡 Gas heat transfer coefficient in port 푊⁄푚 퐾 2 퐴푔푤 Area available for heat transfer from gas to port wall 푚 2 퐴푐푤 Area available for heat transfer from coolant to port wall 푚 푚푝표푟푡 Mass in the control volume of port Kg T1ht(n) Temperature after heat transfer at n where n is the crank angle degree K Tim Temperature of air in intake manifold K 2 푃1(푛) Pressure at intake at n where n is the crank angle degree 푁⁄푚 훾(푛) Gamma at CAD n - 퐶푝(푛) Specific heat at constant pressure at CAD n 퐾퐽⁄퐾푔 퐾 퐶푣(푛) Specific heat at constant volume at CAD n 퐾퐽⁄퐾푔 퐾 푇푤1(푛) Wall temperature at CAD n K 푡ℎ푒푡푎(푛) Crank Angle Degree Degree 푓푢푒푙푏푟(푛) Mass of fuel burnt at CAD n Kg ℎ 2 푔푐푚푏(푛) Overall heat transfer coefficient for crank angle n 푊⁄푚 퐾 푇푚표푑푒푙푙푒푑 Modelled Exhaust gas Temperature at the end of Exhaust port K 푇푚푒푎푠푢푟푒푑 Measured Exhaust gas Temperature at the end of Exhaust port K 10 Abbreviations __________________________________________________________________________________ BDC Bottom Dead Center CAD Crank Angle Degrees CAE Computer Aided Engineering DPF Diesel Particulate Filter EGR Exhaust Gas Recycling HT Heat Transfer IAT Intake Air Temperature MAF Mass Air Flow PV Pressure vs Volume TDC Top Dead Center Y Y axis of the plot X X axis of the plot 11 12 Contents ABSTRACT ..................................................................................................................................... 5 ACKNOWLEDGEMENT ............................................................................................................... 7 NOMENCLATURE ............................................................................................................................... 9 ABBREVIATIONS ........................................................................................................................ 11 1. INTRODUCTION ................................................................................................................... 15 1.1 BACKGROUND ............................................................................................................................... 15 1.2 THESIS GOAL ................................................................................................................................ 15 2. PHYSICAL SYSTEM ............................................................................................................
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