Simulation and Evaluation of a 4-Stroke Single-Cylinder Spark Ignition Engine
01 Feb 1975-
TL;DR: In this article, the development and evaluation of a mathematical model for a 4-stroke, single-cylinder, spark ignition engine is described, where the assumptions that were made in the model are also described.
Abstract: This paper deals with the development and evaluation of a mathematical model for a 4-stroke, single-cylinder, spark ignition engine. The first part describes the development of the mathematical model and the computer program. The assumptions that were made in the model are also described. The instruments that were developed for the evaluation of the model are included in the second part, which also contains the evaluation of the results obtained from the model. /GMRL/
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TL;DR: In this paper, a review of the state-of-the-art phenomenological modeling capability of internal combustion engines can be found, which can be used as a baseline for future work, be it of a phenomenological or detailed type.
Abstract: In the past 10–15 years there has been a substantial increase in mathematical modeling activity as it relates to improving the design and operation of reciprocating, internal combustion engines. Most of the previous work and a large part of today's efforts center about models which are “phenomenological” in nature. These models attempt to describe complex engine behavior in terms of separate, physically-based submodels of important identifiable phenomena. Typically, they have been built around the First Law of Thermodynamics and involve no explicit spatial dependence. This approach is to be contrasted to the more recent, “detailed” or large scale approach in which the governing conservation equations are solved numerically in either one, two or three dimensions. In the latter approach, the important phenomena should emerge from the rigorous, detailed solution. Given the growing interest in modeling and in the detailed, large scale approach in particular, we have conducted a state-of-the-art review of phenomenological modeling capability to serve as a baseline for future work, be it of a phenomenological or detailed type. For conventional SI engines, stratified charge engines and diesel powerplants we have attempted to indicate those areas in which the phenomenological approach has been or could be successful and those areas in which detailed computations would be of greatest benefit. It is our general conclusion that detailed computations can be most helpful for guiding the development of more sophisticated phenomenological models which can then be used for extensive parametric investigations.
90 citations
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TL;DR: In this article, the authors discuss the features of turbulent flow in an engine during the intake and compression processes and the influence this turbulent field has on the combustion process and make an attempt to relate conventional turbulence theory to engine turbulence measurements wherever possible.
Abstract: Publisher Summary The turbulent flow field in an engine plays an important role in determining its combustion characteristics and thermal efficiency. The details of the turbulence structure in the engine are needed for determining heat transfer rates, ignition delay times, minimum ignition energy, and the rate of mixing and burn-up of quench layers. The turbulent field in an engine is produced by high shear flows that occur during the intake process and/or near top dead center (TDC) of the compression stroke for engines that have large squish regions. Conventional time averaging techniques are useful for determining turbulence quantities when the flow can be considered quasi-steady and are the simplest methods for obtaining correlations from which integral time scales and micro time scales can be determined. This chapter discusses the features of turbulent flow in an engine during the intake and compression processes and the influence this turbulent field has on the combustion process. An attempt is made to relate conventional turbulence theory to engine turbulence measurements wherever possible.
90 citations
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TL;DR: It has long been realized that the design of the inlet and exhaust manifolds has a large effect on the performance of reciprocating engines, and it is possible to tune the manifolds to give a particular engine power output characteristic as a function of speed.
Abstract: It has long been realized that the design of the inlet and exhaust manifolds has a large effect on the performance of reciprocating engines. The unsteady nature of the induction and exhaust processes means that the effect of the manifold on charging and discharging is extremely dependent upon the engine speed. This is because the impedance (or admittance) of the manifold is a function of the frequency of the pulses entering it. The outcome of this is that it is possible to tune the manifolds to give a particular engine power output characteristic as a function of speed. In the case of a racing engine the manifolds will be designed to produce high power outputs at high speeds; this will produce the maximum specific power (power/weight) from the engine, but probably at the expense of flexibility. This is not an insurmountable problem in a racing car where the driver is skilled at obtaining the maximum performance from his vehicle by the use of the tachometer and the gearbox. However, the average driver does not want such a temperamental machine and road-going engines are often tuned to give a much more forgiving engine characteristic. Most modern car engines are designed to give a high torque at low engine speed; this means that as the engine slows down the torque rises, obviating the need to change gear.
14 citations
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TL;DR: In this paper, a comprehensive simulation model for a spark ignition engine including intake and exhaust systems is presented, and the model predictions compare favourably with previous work, which compare well with experimental results.
Abstract: A comprehensive simulation model is presented for a spark ignition engine including intake and exhaust systems. The power cycle simulation requires only one empirical factor to correct for turbulent speed of the flame front in order to complete the cycle calculation including NO. The exhaust pipe gas dynamics include chemical reactions along path lines. Calculations are presented which compare well with experimental results. The model predictions compare favourably with previous work.
120 citations
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