Professional Documents
Culture Documents
Submitted by:
Academic Supervisor:
Mr. D. Vamsidhar
(Lecturer)
Industry Supervisor:
Mr. Ganesha K.
2004-2005
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
ii
Certificate
This is to certify that the M.Sc (Engg) Project
Dissertation titled Analysis of Intake and
Exhaust Air system of GEVO Locomotive engine
for bsfc improvement is a bonafide record of
the Project work carried out by Mr. Manoj
Kumar P. in partial fulfillment of requirements
for
the
award
of
M.Sc
(Engg)
Degree
of
Analysis of Intake
and Exhaust Air
of GEVO for bsfc reduction
Prof.
Ashok
C.System
Meti
Mr.
GE-Infrastructure
Dr. S.R
iii
Declaration
Project Title:
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
iv
Manoj Kumar P.
Signature:
Date:
28/9/2005
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
Acknowledgement
Foremost I would like to express my heartfelt gratitude and thanks to Mr. Salil
Kumar, Center Director, GE-Infrastructure- Rail and my manager at Erie Mr. Eric Dillen
for providing me the unique opportunity of completing my Masters Degree and the
Project simultaneous to my regular work.
My sincere thanks and gratitude to my manager at India, Mr. Ganesha, for his
valuable & timely, advice and suggestions as my guide. This project would not have been
a success without my technical mentor Mr. Doug Glenn at Erie, USA. He has supported
me with regular directions as well as the test data for model validation.
My sincere thanks, to my Academic Supervisor Vamsidhar, whose able guidance
helped me to complete the project on time.
I would like to express my heartfelt thanks to all my friends especially Ratheesh R
Nath from Automotive Engineering Centre, and the entire MSRSAS team for creating a
friendly and supportive environment during the entire course of my stay in MSRSAS.
Finally, my thanks to my wife Chithra and my daughter Indhulekkha, who have
supported and encouraged me immensely along the course of my programme.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
vi
Abstract
Fuel consumption reduction is one of the major programs for any Automotive/
Locomotive Industry. This program is applicable to already existing engines as well as for
the new designs. For existing engines in the field, new kits or modification on designs are
incorporated to reduce fuel consumption. For newer designs this aspect is already thought
in the design stage itself. New materials, methods and technologies are driving the fuel
consumption reduction programs to maximize the fuel economy. The fuel economy
improvements also reduce the emissions simultaneously thereby making it more attractive
to the Companies to achieve respective emission norm targets.
Intake and exhaust system air paths are one of the major areas that contribute into
fuel consumption. Higher the pressure drops in the system higher the fuel consumption.
Other areas like intake ports as well as exhaust ports were not scoped in view of cost
effectiveness.
The objective of the project is to model the intake and exhaust air paths with the
use of GT Suite, engine simulation software, and analyse the major contributors for
pressure drop and evaluate the total opportunity available for bsfc improvement. The
model has to be validated with engine testing. The future work involves in carrying out
the study on individual contributors identified with simulation as well as with testing.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
vii
Abbreviations
CI - Compression Ignition
GT Gamma Technologies
HP Horse Power
IC Internal Combustion
P - Power
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
viii
Bsfc g/kW-hr
Density Kg/ m3
Displacement Volume m3
HP kW
IMEP - Bar
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
ix
Table of Contents
Title Page .i
Certificate ii
Declaration .iii
Acknowledgement...iv
Abstract....v
Abbreviation...vi
Quantities & unit
...vii
Table of contents...........viii
List of tables....x
List of figures...xi
1. INTRODUCTION..................................................................................1
1.1. MOTIVATION..........................................................................................................8
1.2. PROBLEM STATEMENT......................................................................................11
1.3. REVIEW OF PREVIOUS WORK..........................................................................11
1.4. PROPOSED WORK, AIM AND SCOPE...............................................................12
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
2. INDUSTRY INVOLVED......................................................................13
2.1. COMPANY & PRODUCTS...................................................................................13
2.2. FEW FACTS ON LOCOMOTIVE.........................................................................13
2.3. LOCOMOTIVE AND ENGINE STUDIED FOR BSFC.......................................14
3. METHODOLOGY...............................................................................16
4. INTRODUCTION TO THE TOOL....................................................18
4.1. MODELING OF CYLINDER PORTS...................................................................21
4.2. IN CYLINDER FLOW...........................................................................................21
4.3. FUEL INJECTION..................................................................................................22
4.4. IN CYLINDER COMBUSTION............................................................................22
4.5. IN CYLINDER HEAT TRANSFER.......................................................................22
4.6. INTERCOOLER MODELING...............................................................................22
4.7. ENGINE FRICTION MODEL...............................................................................22
4.8. INTRODUCTION TO GEVO SYSTEM................................................................23
5. VALIDATION.......................................................................................25
6. RESULTS AND DISCUSSION............................................................27
6.1. RESULTS................................................................................................................27
6.2. CONCLUSION.......................................................................................................29
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
xi
List of Tables
Table 1: % contribution of different components in the air path........................................28
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
xii
List of Figures
Figure 1: Airflow Vs IHP per piston area.............................................................................1
Figure 2: Diesel/ Constant pressure Cycle (P-V & T-S diagrams) [2].................................3
Figure 3: Change in Volumetric efficiency (v) with speed due to different phenomena [1]
......................................................................................................................................5
Figure 4: Control Volume for Unsteady One dimensional flow analysis [4].......................7
Figure 5: bsfc (g/ kW-hr) Vs Engine size (Liter).................................................................9
Figure 6: Factors affecting the bsfc....................................................................................10
Figure 7: GEVO Locomotive.............................................................................................14
Figure 8: (GEVO 12 Cylinder 3355 kW @1050 RPM Engine)........................................15
Figure 9: (Air Air Intercooler).........................................................................................15
Figure 10: GEVO Locomotive Engine schematic..............................................................24
Figure 11: Engine Test schematic - Pressure and temperature measurement locations.....25
Figure 12: Normalized bsfc Vs Normalized Press. Drop (Test bed data Vs Simulation
Initial).........................................................................................................................26
Figure 13: Normalized bsfc Vs Normalized Pressure Drop (Test bed data Vs Simulation
Final model@ rated power)........................................................................................27
Figure 14: GT Power GEVO Engine Model...................................................................29
Figure 15: Pressure Distribution from compressor discharge to Turbine entry.................30
Figure 16: Temperature distribution from compressor discharge to Turbine.....................31
Figure 17: Turbine Map - Pressure ratio Vs Efficiency.....................................................34
Figure 18: Simulated P-V diagram.....................................................................................35
Figure 19: Simulated Burn rate with Crank angle..............................................................36
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
xiii
CHAPTER-01
1. INTRODUCTION
Volumetric Efficiency of an engine is one of the main parameters that decide the out
put power for any engine for the given capacity. The more the engine can breath the more
it can burn and hence more power will be generated for the same cylinder volume. Fig 1
[8] indicates that higher the airflow, the power generated for unit piston area goes on
increasing.
Figure 1: Airflow Vs
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
2* M i
v
N *V d * i
The above figure (1) depicts that the volumetric efficiency is directly proportional
to the power that can be generated from unit area of piston. Typical airflow requirement at
an engine speed is dictated by the stroke, bore, speed and volumetric efficiency as
indicated by the relation ship mentioned below [2].
RAF
V d * RPM * v
nR *C
The working process of an actual engine differs from a theoretical cycle in many
respects. The working fluid is not ideal gas rather it is a mixture of fuel, gas &
combustion products, where the specific heats vary widely. There is no pure constant
volume process and compression and expansion are not adiabatic See figure 2 for a
typical Diesel cycle. See the simulated P-V Diagram in Annexure (Fig 18) to find the
difference from the theoretical cycle.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
Figure 2: Diesel/ Constant pressure Cycle (P-V & T-S diagrams) [2]
The resistance in the intake & exhaust systems, ambient air conditions and fuel
conditions all change the composition of the actual intake air being sucked during
compression. Most of these parameters tend to reduce the thermal efficiency as well as
the power out put. If the mean indicative pressure of an engine is 7 bar then each 70 m bar
back pressure reduces the engine power by 1% whereas a 70 m bar reduction in suction
reduces 70/1013.25 * 100 = 6.9% percent reduction in power.
o
o
The power and bsfc is related by the equation bsfc m f where m f is mass flow
P
rate of fuel & P is the power. A reduction of 6.9% percent in power shows up an increase
of 1.07% on bsfc for the same fuel flow rate [2].
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
The behavior of Intake system and exhaust system are important since these
systems govern the airflow into the engines cylinders. If the manifold flows are of focus
then the models that adequately describe the unsteady gas-flow phenomena, which
normally occur, are required.
Three types of models for calculating details of Intake and exhaust flows have
been developed and used [1].
Quasi Steady models for flow through the restrictions, which the valve and the
port (and other components) provided.
Filling and emptying models, which account for the finite volume of critical,
manifold components.
Gas dynamic models, which describe the spatial variations in, flow and pressure
through out the manifolds.
In a Quasi-static Flow model the manifolds are considered as a series of
interconnected components where each constitutes a significant flow restriction. The flow
restriction contributed by each of this component is defined by their respective geometry
and discharge coefficients. The flow is assumed to be quasi steady and the gas flow rates
are computed as steady one-dimensional flow equations. These components are connected
by the gas flow through them and the mass accumulation between each is neglected. This
approach is used extensively with engine cycle simulations, which predict engine
performance characteristics from a thermodynamic based analysis to calculate the mass
flow rates into and out of the cylinder.
Flow effects on volumetric efficiency depend on the velocity of the fluid in the
intake manifold, port and valve. Local velocities for quasi steady flow are equal to the
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
volume flow rate divided by local cross-sectional area. Since the intake system and valve
dimensions scale approximately with the cylinder bore, mixture velocities in the intake
system will scale with piston speeds.
Hence volumetric efficiencies as a function of speed for different engines should
be compared at same piston speeds. The below figure 3 shows [1] how, different
phenomena varies with speed.
Non speed dependent effects (like fuel vapor pressure in the case of gasoline)
drops v below 100% to curve A. Charge heating in the manifold and cylinder drops the
curve A to B. Frictional flow losses increase as the square of engine speed and drops
curve B to C. At higher speeds the flow during intake stroke gets choked and the v drops
sharply to D from C. The induction ram effect at higher speeds however raises the curve
from D to E. Longer intake valve opening timings at higher speeds to take advantage of
increased charging will result in back flows at lower speeds. Curve F to G shows that the
Intake and Exhaust tuning can help to increase the v.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
Figure 3: Change in Volumetric efficiency ( v) with speed due to different phenomena [1]
In filling and emptying models finite volumes represent the manifolds/ sections
where mass of gas increases or decree
ases with time. The equations of Mass, Energy and Momentum conservations with
steady state equations defining the restrictions as well as mass flow rates in and out of the
finite volumes define the gas state at each control volume.
Many other design variables like length and diameter of runners and plenum,
junctions as well as the inlet and exit angles, engine dimensions, intake and exhaust port
designs etc. are beyond the capabilities of the models discussed above. Coupled with
pulsating nature of the flow into and out of the each cylinder these details create
significant gas dynamic effects on intake and exhaust flows. Gas Dynamic models use the
mass; momentum and energy conservation equations for the unsteady compressible flow
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
in the intake and exhaust. Finite difference techniques are used to solve the gas dynamic
equations.
Mass conservation requires that the rate of change of mass within the control
volume (Fig- 4) equals the net flow into the control volume.
The Momentum conservation equation states that the net pressure forces plus the
wall shear forces acting on the control volume surface equal to the rate of change of
momentum within the control volume plus net flow of momentum. The first law of
thermodynamics for a control volume states that the energy within the control volume
changes due to heat and shear work transfer across the control volume surface and due to
the net efflux of stagnation enthalpy resulting form the flow across the control volume
surface.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
Figure 4: Control Volume for Unsteady One dimensional flow analysis [4]
Conservation Equations:
U U dA 0 --------------------------------------------------------Mass
t x
A dx
A
p
U2
dx
D dx
( UA dx )
( U 2 A ) dx ------------------Momentum
x
2
t
x
o.
p U2
p U2
{ ( A dx)(u
)}
{( UA )(u
)}dx q A dx 0 --- Energy
t
2
x
o.
p
U3
U
a2 (
U
) ( 1) ( q 2
) 0 -----------------Combined
t
x
t
x
D
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
p = Pressure
U = Fluid velocity
u = Specific internal energy
= Density
x = unit length; t = unit time
= Specific heat ratio
o.
q = Heat transfer per unit mass of fluid per unit time within the control volume
a = Sound of speed
In the absence of friction and heat transfer effects the flow is isentropic (or often
named as homentropic flow)
The above equations can be solved using Finite difference methods. Once the
mass transfer during intake and exhaust, heat transfer between the in cylinder gases & the
in cylinder components, the rate of charge burning (Heat release) are known the above
conservation equations permits the cylinder pressure and work transfer to the piston to be
calculated. Engine models developed is been used to predict the performance as well as
the emissions. GT Power developed by Gamma Technologies is an engine model, which
follows the discussed principle.
1.1. MOTIVATION
Fuel Consumption reduction has very high significance in any Automotive
Industry and also at any industry, which uses fossil fuels to operate any type of IC,
engines as their prime mover. Fossil fuels are a fast depleting natural resource. In view of
the same it is been use to its best economy. During last 20 years the fuel efficiency of
internal combustion engines has been doubled more than twice due to different technical
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
advancements in the industry. Diesel is the fuel, which is been commonly used to run the
Compression Ignition engines.
Compression Ignition engines are more thermal and fuel efficient than its
counterpart gasoline driven Spark Ignition engines. New generation CI engines also
produce lesser harmful emissions. With the advances made on the electronics and
software technology areas along with Common rail technology, the diesel engines are
getting more and more refined and advancing towards homogeneous combustion with
higher efficiencies and better NVH.
The GEVO engine, which develops 3355 kW @1050 rpm, being studied, is a very
efficient CI engine used as a prime mover for GE locomotives. Approximately 15.5 liter
of each cylinder of this engine generates 280 kW. The bsfc figure is near to the best in its
class. See Fig 5, which indicates the expected figures for this kind of engines. Since the
surface area increases with cylinder volume, the heat loss to walls from gas reduces and
as a result bsfc improves (reduced fuel consumption) with increased volumes.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
10
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
11
Base software model of the engine was available for study. The methodology was
to understand the complicated CFD model where the air paths and Combustion are
modeled.
The intent of this project is to identify major components contributing to pressure
drop across the Compressor discharge to manifold length and with the validated model
analyze the total opportunity available for bsfc reduction.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
12
discusses about developing the better emission Locomotive IC engine from the existing
lower emission version engine with minimal changes and with the desired effect.
Internal Combustion Fundamentals by John B Heywood is been considered as the one
of the esteemed books for most of the automotive engineers. Most of the theoretical
understanding on the subject problem evolved from this book. Other textbooks that
helped in framing the problem are Internal Combustion Engines by Maleev, Internal
Combustion Engines by Richard Stone Computational Fluid Dynamics with Basic
Applications by John D Anderson Jr. & Flow Resistance A Design Guide for Engineers
by Erwin Fried & I E Idelchik. The GT power user manual provided insight onto the
modeling approach used and the one applied to pipes are specifically mentioned in the
introduction.
Study of using Oxygen enriched combustion Air for Locomotive diesel engines by
DN Assanis (The University of Michigan), RB Poola, R, Sekar (Argonne National
laboratory), GR Cataldi (AAR) provided insight on to the thermodynamic simulation
studies with oxygen enriched intake air and how it affected the burn rates, delay as well as
how the thermal efficiencies improved with lower PM (Particulate Matter an engine
emission parameter).
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
13
CHAPTER-02
2. INDUSTRY INVOLVED
2.1. COMPANY & PRODUCTS
This chapter provides an overview of the General Electric Company, where the
project was carried out and the product on which the project was carried out.
GE Infrastructure Rail is global technology leader and supplier to the railroad,
transit, marine and mining industries. GE provides freight and passenger locomotives,
railway signaling and communications systems, information technology solutions, marine
engines, motorized drive systems for mining trucks and drills, high-quality replacement
parts and value added services. With sales in excess of $3 billion, GE Infrastructure-Rail
is headquartered in Erie, PA, and employs approximately 8,000 employees worldwide.
GE Infrastructure Rail is the market leader in diesel-electric locomotive production
with more than 10,000 freight and passenger locomotives operating around the world. GE
Transportation Rail also is the industry leader in providing maintenance and service
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
14
programs for the installed base of GE and competitive brand locomotives with more than
30 service facilities worldwide and 7,000 locomotives under service agreements.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
15
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
16
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
17
CHAPTER-03
3. METHODOLOGY
The initial GT power model as obtained was run as the baseline data. Thereafter this
engine dynamic model was cleaned up with the current data for different component/ pipe
dimensions as well as different parameters (like surface roughness) and as well the air
leakage rates from intake system and recent turbo and compressor maps were modeled to
come up with the same restriction across Compressor discharge to Intake Manifold for
analysis.
The required inputs for the model are described below.
Engine Characteristics: Compression ratio, firing order, configuration (V/ inline),
stroke (2/4)
Cylinder geometry: Bore, Stroke, Connecting rod length, pin offset, piston TDC
clearance height, head bowl geometry, piston area & head area (for Heat Transfer
model)
Intake and Exhaust system: All geometry. Other parameters like discharge are
optional / can be forced.
Throttles: Throttle location with discharge coefficients. For part load applications.
WOT (Wide open Throttle) doesnt require this parameters.
Intake and exhaust valves: Valve diameter, lift profile, discharge coefficients,
valve lash, swirl coefficients (optional), tumble coefficients (optional)
Turbochargers: Turbine and compressor maps, turbine inertia (for transient
studies), turbo performance Vs engine speed maps.
Ambient state: pressure, temperature and humidity
Following WOT engine test bed data is required in validating the model
Power & Torque
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
18
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
19
CHAPTER-04
4. INTRODUCTION TO THE TOOL
The software used for the project is G.T Suite. It is an engine simulation model
developed by Gamma Technologies, Chicago that is been used extensively by the
automotive industry through out the world.
The GT Suite (Power) flow solution is been carried out by time integration of the
conservation equations [4]. The integration is explicit, volume-by-volume and boundaryby-boundary. This requires small time steps limited by the Courant condition (optimizer;
also see the equation below), which restricts the time step to a value smaller than the time
required by pressure and flow to propagate across any volume.
t
( u c) 0.8 * m
x
t = Time step
x = Minimum discretized element length
u = fluid velocity
c = speed of sound
m = time step multiplier specified by user in the Run Setup (less than equal to one)
Implicit solver can also be used where there is minimal wave dynamics in the system
and maximum Mach number in the system is less than 0.3. .
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
20
Several pipe templates are available to accommodate a variety of geometries. The friction
multiplier, heat transfer multiplier and the pressure loss coefficients can be adjusted to get
the required results. Flow losses due to friction are automatically calculated by the code
taking into account the Reynolds number and the surface roughness of the walls. The
friction factors are given as below.
Cf
Cf
16
----------For laminar region Re D < 2000
Re D
0.08
Re D
0.25
0.25
1D
2 * log 10
2 h 1.74
D = Pipe diameter
h = roughness height
[5]
p1 p 2
1
2
V1
2
= inlet density
V1 = inlet velocity
Heat transfer from fluids inside of pipes and flow split to their walls is calculated
using a heat transfer coefficient. This is calculated at each time step from the fluid
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
21
velocity, thermo physical properties and the wall surface finish. Heat transfer is calculated
using the Colburn analogy
2
( )
1
C f U eff C p Pr 3
2
hg
[5]
Cf = friction coefficient
= density
Ueff = effective velocity outside boundary layer
Cp = Specific heat
Pr = Prandtl number
Discharge coefficients are required when valves, throttles, orifices etc. are
modeled. For gases the discharge coefficients may be calculated using the following
formulae.
1
is o Pr
[5]
1
2
U g RT0
1
P
r
C D = Discharge coefficient
AR = Reference flow area
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
22
R = Gas constant
T0 = upstream stagnation temperature
= specific heat ratio (1.4 for air at 300 K)
U is
RT0
Pr
[5]
Cp
dp
1
u 2
2
A1
A1
1
A2
A2
[5]
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
23
considering the Heat conduction objects (which simulates the temperatures) to ignore
since this is more of determined by the cooling system.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
24
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
25
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
26
Since the intake system have lot of bend connections (flow separation and vortices),
rough pipes (friction and pressure drop) and length it was thought of to study the system
in detail to analyze the individual contributions and judge with the bsfc reduction
opportunity existing with reducing the intake pressure drop. It was also thought that the
exhaust pipes been looked up simultaneously to analyse the opportunity together.
Also it was decided to study the opportunity between the Compressor discharge and
up to manifold region where the high pressure and flows are operating.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
27
CHAPTER-05
5. VALIDATION
Engine tests were conducted at rated power and speed (3355 kW @1050 rpm) with
the standard configuration on Locomotive as well as on the engine test beds. All the
required temperatures and pressures (at locations 1 to 12, see fig 11 below) as indicated in
the fig below were measured and used to simulate in the model. Also the cylinder
pressures and temperatures are measured. A valve indicated as V was used to vary the
pressure drop across the compressor discharge to manifold (location 3 to 8). The tests
were repeated at different pressure drops by varying the valve position and the parameters
were captured and recorded.
Figure 11: Engine Test schematic - Pressure and temperature measurement locations
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
28
The simulation bsfc values as well as the test data bsfc figures are normalized with
the base as the bsfc figure at zero induced pressure drops.
Figure 12: Normalized bsfc Vs Normalized Press. Drop (Test bed data Vs Simulation Initial)
The figure (fig 12) above indicates the model accuracy at initial stages is matching up
to near 20% increase in pressure drop compared to the engine test data.
For the air system study the existing model was considered not sufficient. Therefore
the model was studied in detail and required updates from drawings as well as from the
recent performance parameters like turbo maps as well as compressor maps were studied
in detail. The inputs are explained earlier.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
29
CHAPTER-06
6. RESULTS AND DISCUSSION
6.1. RESULTS
The model was tweaked and the accuracy was observed to be better than 2% at all the
locations as indicated in the figure 13 below.
The model was also fine tuned to the level that it simulates the test data till 3-4 times
the initial pressure drop (zero induced restriction point).
Figure 13: Normalized bsfc Vs Normalized Pressure Drop (Test bed data Vs Simulation Final
model@ rated power)
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
30
It can be observed that the model correlates at 300% change in pressure drop
applied across the engine manifold to compressor discharge. Also it will be interesting to
note that the model indicates that with reducing all the existing restriction in the intake
between compressor and manifold, the maximum advantage expected is near 0.25% only.
Test data (studied with different ambient temperature) also suggests the same
indicating the accuracy of the model.
Table 1: % contribution of different components in the air path
The pressure drops across individual components are evaluated using the model
and the percentage contribution by each is shown as above (Table 1). It can be observed
that by concentrating on improving the design of 2 to 3 Components (# 3, #5 & #7) there
is a scope of more than 60% pressure drop to work with. A reduction opportunity of 25
30% on the said component will provide near 20% reduction on the overhaul pressure
drop.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
31
Also combining this opportunity with improving the pressure drops of Intercoolers
by another 10% each can provide near 0.1% improvement in bsfc just by incorporating
minimal changes.
1% of bsfc equates to approximately 10000 liters of yearly fuel saving to the railroad.
Since every drop counts even 0.1% savings is reasonably a good saving.
The major impact of this study is that this GT model template will facilitate the
improvements on the huge chunk of other families of locomotive engines in field as well
as for the locomotives, which are to be built in the years to come.
6.2. CONCLUSION
The GT model as shown in Fig 14 below is now robust enough to predict the
performance parameters within 2% accuracy and within 300% change in pressure drop
across the manifold and compressor discharge.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
32
Three major contributors other than the intercoolers, contributing to 60+ % to the
pressure drop identified. The Water based Cooler to Air Cooler connection, Air Cooler
connection to Integrated Front End & Intake Manifold pipe are the three major
components. Simultaneously reducing the exhaust pressure will also have to be looked
into considering the intake pressures & compression ratios.
One component (Integrated Front End) exhibits negative pressure drop. This has
to be studied in detail and validated with testing. This will be carried out while studying
the valve timing and intake pulsation dynamics. Figure 15 and Figure 16 (simulated cycle
time variation) below indicates on how the pressure and temperature varies (average in
red and real time values in blue) during cycle across the different components in the
air path. The animation (real time) along with valve timings has to be studied in detail to
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
33
analyze any possibility of increasing the already good air trapping ratios to increase the
volumetric efficiency. It can be observed that there is a huge pressure drop during the
intake. This will be another area of study in future. However this is not considered right
now in view of high cost involved in working on modifications on the Head assembly.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
34
Annexure indicates few more simulated results (Fig 17, 18, 19), using the GT
models developed, which are within expected range (observed during testing) for the
engine. The values are not shown to avoid any violations.
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
35
CHAPTER-07
7. DIRECTIONS TO FUTURE WORK
Further work on the components identified with higher-pressure drops to evaluate
the reduction possible with individual CFD modeling and testing.
Improve the GT power model to Emission prediction and analyze the gas
dynamics with the same.
Extend the model to other engine families and new engine models
Create transfer functions for Engine Prognostics
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
36
8. REFERENCES
[1] John B Heywood, Internal Combustion Engine Fundamentals
[2] S.L. Maleev, Internal Combustion Engine
[3] Erwin Fried & I E Idelchik, Flow Resistance: A Design Guide for Engineers
[4] John D Anderson Jr, Computational Fluid Dynamics
[5] GT Power, Users manual
[6] Yoshizaki, Nishida & Hiroyasu, SAE930612
[7] Morel T and Wahiduzzaman, FISITA 1996
[8] Livengood & Stanitz
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
37
9. ANNEXURE
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
38
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
39
Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction
40
2004-2005