Block 1

Simulation methods in the
internal use internal use combustion process development

Dr. Ulf Forest Maier, Head of the modeling and simulation of
MAN Diesel & Turbo SE, Augsburg
MAN Diesel & Turbo Dr Maier & forest simulation methods in the combustio
n process development
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Organizational
structure of internal use Dates and
Deadlines:
Friday 13.11.2015 Block 1 10:30 to 16:00
Friday 15.01.2016 Block 2 10:30 to 16:00
Friday 05.02.2016 Block 3 10:30 to 16:00 Friday 12.02.2016 (replacement) 10:30 t
o 16:00
calculation methods in the combustion process development
work process invoice
block 1
pressure curve analysis of the overall process analysis
block 2 combustion simulation
block 3 Interaction Simulation & Measurement
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Organizational
Internal use slides for the lecture
slides shown refer to the lecture The KIT-Platform ILIAS
Password: BM1516
MAN Diesel & Turbo Dr & Forest Maier
contact at IFKM:
M.Sc. Felix Rosenthal
rint Heimer cross-Allee 2 Building 70.03
76131 Karlsruhe
Phone: 0721 / 608-48528 E-Mail: Felix.rosenthal@kit.edu
simulation methods in the combustion process development
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Internal Use Agenda - Block 1

1 calculation methods in the combustion process development 2 Work Process Invoi
ce 3 pressure curve analysis 4 Total Process Analysis
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Internal use drivers of motor development

1. Emissions (NOX, soot, THC, etc.) 2. Efficiency or consumption (CO2 reduction)
3. Engine performance 4. Life / maintenance intervals 5. Development/product co
sts 6. Time-to-market
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Internal use role of the combustion process development

The Combustion Process Development (simulation and experimental) is necessary an
d know-how driver to achieve the development goals
emissions (NOX, soot, THC, etc.)
efficiency or consumption ( SFOC) engine performance (dynamic behavior, customer
requirements)
Life / maintenance intervals (component stress, wear)
the burning process development has a direct influence on
st
Time-to-market
Development/product co
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Internal use what is combustion process development

the combustion process development defines the burning process of an engine in t
erms of the development objectives.

The Combustion Process Development Process includes
Engine basic data (D, S, N, ,
firing order, Turbocharging, etc.) combustion chamber design
charge movement
fu
el supply mixture formation
firing strategy
cooling
component temperatures
engine operating behavior of
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Tools in the
internal use combustion process development
calculation / Simulation 0D/1D-Work Process Invoice
pressure curve analysis (exp
erimental) accompanying Overall Process Invoice
3D flow simulation
experiment 1L or full engine
flow-/ Blowing Test Stand
component temperature mea
surements
emission measurements
pressure indexing
optical methods of investigati
on
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combustion process development in the

internal use of engine development process
engine development process
engine specification Concept Design Testing Series
S, D, N, PE, mech,, etc.
A-/ outlet channels, water jacket, combustion chamber design, cooling system,
charge the concept,
firing order, Etc.
design loops with final component procurement 1L-attempts
full engine tests with detailed votes
field testing & series release
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Internal use engine specification

engine specification Concept Design Testing serial
Definition of the basic characteristics of the motor design
Hub-Bohrungs ratio setting of S/D speed n cylinder performance PCyl
ignition pressure pmax
effective medium pressure pme
compression ratio supercharging concept etc.

are considered
consumption efficiency // emissions (NOX)
used calculation methods used experiment carrier
thermodynamic Interpretation
ca
lculations use knowledge gained from previous 0D/1D-Work Process Invoice experim
ental
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Internal use concept

flow optimization The components
load change channels
water jacket
3D-combustion simulation
injection mixture formation turbulence level/ ignition
combustion emissions / piston bowl optimization
1D-cooling / lube oil system
used calculation methods used experiment carrier
0D/1D-Work Process Invoice
use knowledge gained from previous
total process anal
ysis experimental 3D-CFD
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Internal use design phase

motor development process
Development & Design loops to add more detail to the engine components
final component procurement for experimental
attempts to single-cylinder combustion process development
methods of calculation used
work process invoice total process analysis
3D-CFD
used experiment carrier
blow attempt
single-cylinder engine (1L)
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Internal use test

Engine Specification Concept Design Testing
1L-Series and attempts to optimize
consumption
emissions component temperatures component diagnosis

full engine attempts to review of the overall system
and optimizing detail of the motor operating data
used calculation methods
Work Process Invoice used experiment carrier
pressure c
urve analysis full engine tests on the test stand
total process analysis for det
ailed coordination 3D-CFD attempt accompanied
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Internal use Field Test

Engine Development Process
Engine Specification Concept Design Testing serial
long-term tests under real conditions
used calculation methods for detailed analysis ...
Work Process Invoice
pressure curve analysis of the overall process analysis
used experiment carrier
field test / long-term test
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ce 3 pressure curve analysis 4 Total Process Analysis
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Work Process Invoice

Internal use thermodynamic Interpretation
MAN Diesel & Turbo Dr Maier & forest
development and evaluation of new thermo-dynamic engine concepts thermo-dynamic
layout of the
motor
thermal dynamic adaptation to application
used tools for motor design:
0D-Work Process Invoice
basic motor design
1D-Work Process Invoice
basic motor design
turbocharger matching
simulation methods in the combustion process development
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t;
>
Internal use work process invoice

the work process account is a simple 0- or 1-dimensional simulation model of a I
nternal combustion engine.
With the work process invoice can be the basic engine parameters and operating c
onditions in a simple and efficient way to examine and optimize.
There is a difference between the thermodynamic (0D) and the gasdynamischen mode
l (1D). The 0D model is only by the time, not the location-dependent. The 1D mod
el also considers the gas dynamics and takes account of time and place.
Figure: G.P. flag - Principles of combustion engines, Vieweg+TEUBNER, 2009
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The work process invoice

internal use comparison between 0D/ 1D
0D Work Process Invoice
single-cylinder bore / Stroke
combustion process compres
sion ratio () d tail vot
valv timing calculation mod ls
turbocharg r p rformanc and
missions p rformanc
aft r invoic
1D-Work Proc ss Invoic full ngin
1D-Gas dynamics
ov rall p rformanc
cylind r
filling transi nt b havior
control conc pt
m asur m nt
transi nt b havior plausibility
1L- Engin timing param t rs
custom r sp cific configuration
MAN Di s l & Turbo Dr Mai r & for st simulation m thods in th combustio
n proc ss d v lopm nt
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Gaspfadmod lli rung

Int rnal us filling and drainag m thod (1D)
Th filling and mptying m thod is a 0-dim nsional mod l of an int rnal combusti
on ngin with th compon nts of th Motor by tank, lin s, pan ls or charact ris
tic fi lds ar mapp d.
Figur : G.P. flag - Principl s of combustion ngin s, Vi w g+TEUBNER, 2009
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Gaspfadmod lli rung

for th d v lopm nt of a compl t

ollowing approach s:
ngin , th compon nts must b mapp d on th
Cylind r id al g ruhrt r contain rs / r actor

v ss l ( .g. load chang chann ls) op n, stationary durchstromt r cylindrical bo
dy
orific or r actor ( .g. valv s, throttl )
constant or variabl cross-s ctional ar a; flow co ffici nts ar at variabl cro
ss-s ction through a mapping fi ld sp cifi d
flow machin (turbo)
figur using charact ristic fi lds
MAN Di s l & Turbo Dr Mai r & for st simulation m thods in th
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combustio
Gaspfadmod lli rung

input boundary conditions ar a discharg or mass and nthalpy flows.
Th solution of th mass and n rgy balanc in th contain r => mass and t mp
ratur . Th pr ssur is appli d through th id al gasgl ichung calculat d.
R actors ar us d on th flow quation shown.
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Gaspfadmod lli rung

Int rnal us gas dynamics (1D)
in th gaspfadmod lli rung with gas dynamics, th traditional op rations of th
gas dynamics.
In addition to th mass and n rgy balanc , is also th impuls balanc in a flo
w dir ction (1D).
For th consid ration of th gas dynamics, a g om tric mod l can b stablish d,
th
cabl l ngths and diam t rs
.
For a pr cis account of th pr ssur loss of manifolds or oth r "hydraulic" com
pon nts, th pr ssur loss co ffici nt is r quir d. This can b from th lit rat
ur by flow m asur m nts or by a 3D-CFD simulation.
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Gaspfadmod lli rung

Int rnal us gas dynamics (1D)
Figur : G.P. flag, R. Pond man - Basics of int rnal combustion ngin s: Op ratio
n, simulation, m asur m nt t chnology, Spring r, 2014
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Int rnal Us Ag nda - Block 1

1 calculation m thods in th combustion proc ss d v lopm nt 2 Work Proc ss Invoi
c
1 zon mod ls
3 pr ssur curv analysis
4 Total Proc ss Analysis
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combustion mod ling

int rnal us 1-zon -cylind r mod l in
th combustion chamb r is consid r d as id al g ruhrt r contain r. Th condition
s in th combustion chamb r ar v rywh r th sam .
With th 1-zon mod l can n rgy qu stions to b answ r d, mod ling of missions
can not b carri d out.
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1-cylind r mod l
int rnal zon s us mass balanc
mass balanc for th combustion chamb r to transf rs of fu l (valid for p trol a
nd di s l)
th vaporation of fu l is only for th us
cay mod l tak s into account.
of a multi-zon mod l with a fu l d

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combustio
1-cylind r mod l
int rnal zon s us n rgy balanc
1. Law of Th rmodynamics (kin tic n rgy of n gl ct d)
for th vaporation of fu l, as w
In th mod l ar th s
ff cts on
is th vaporation nthalpy of fu
Similarly, in th
v nt of any m
n strong mill rn approach.
ll as to h at th fu l vapor is th gas h at.

a "Corr ction" of th h ating valu shown. It
l th low r h ating valu add d.
rging back cond nsation of wat r vapor, .g. i
For th solution of mass and n rgy balanc is th th rmal

quation of stat n c ssary
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1-cylind r mod l
int rnal zon s us m chanical work
on th piston output pow r can b tak n from th
in th cylind r volum calculat d
combustio
cylind r pr ssur and th chang

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combustio
1-cylind r mod l
int rnal zon s us figur of valv s and valv lift curv s
th valv s form a r actor, th op ning cross-s ction is ov r th tim chang s. T
h op ning of th valv s ction is sp cifi d via th valv lift curv s.
Th phas shift of th valv op ning is on th spr ad is d fin d.
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1-cylind r mod l
int rnal zon s us flow co ffici nt of chann ls
th flow co ffici nt of th inl t or outl t chann l can b s t via a m asur m nt
of th r al g om try at blow r t st stand or on 3D-CFD simulation in th st ady
stat .

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1-cylind r mod l
int rnal zon s us int rnal n rgy or nthalpy of th gas
th r ar 3 approach s for th calculation of th inn r n rgy:
1. Compon nt Mod l: vi wing of th shar s of th individual compon nts as th id
al gas. S parat calculation of th int rnal n rgy of ach compon nt. (Valu s
from tabl works)
2. Approach aft r adjustm nt: D scription of th int rnal n rgy of th larg t
mp ratur and gas composition (combustion air ratio). Th composition of th air
is constant, diff r nt wat r cont nt of th air can not b tak n into account,
as w ll as fu l mixtur s
or alt rnativ fu ls. Th r lationship is only valid for a sp cifi d C-H
ratio. For on -zon mod l is suffici nt, b caus only th pr ssur and t mp ratu
r ar calculat d.
3. Approach of Z chariah: in addition to th adjustm nt, to tak account of th
pr ssur .
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1-cylind r mod l
int rnal zon s us h at transf r in th combustion chamb r
for th xact figur of pr ssur and t mp ratur in th combustion chamb r, is t
h mod ling of th wall h at transf r is crucial.
It is th h at transf r du to conv ction and radiation is tak n into account wi
th th radiation usually shar th conv ctiv h at transf r co ffici nt is accou
nt d for.
Th h at flow is for th ar as of th piston, cylind r h ad and cylind r lin r i

s calculat d and th N wtonian approach d scrib d
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1-cylind r mod l
int rnal zon s us h at transf r in th combustion chamb r
combustio
wall t mp ratur s ar usually on th basis of xp ri nc of stationary op rating

points pr -quak . In th cas of transi nt calculations ar h at conduction mod
ls n d d.
Th h at transf r co ffici nt is usually calculat d aft r Woschni.
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1-cylind r mod l
int rnal zon s us h at transf r in th combustion chamb r by Woschni
It is th dim nsion l ss h at transf r in a pip flow vollturbul nt n adopt d.
Nuss lt Numb r: a dim nsionl ss h at transf r co ffici nt
- Ratio of conv ctiv h at transf r to th h at pip
R ynolds numb r: Dim nsion fr
and toughn ss forc
cod for turbul nc - Ratio of mom nt of in rtia
Prandtl numb r: a dim nsionl ss h at transf r co ffici nt - Ratio of viscosity a

nd th rmal conduction
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1-cylind r mod l
int rnal zon s us h at transf r in th combustion chamb r by woschni
gas in th combustion spac as an id al gas adopt d
by mat rial valu s, assumptions and adapt to th m asuring valu s follows

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combustio
1-cylind r mod l
for combustion will b a modification of th charact ristic

sp d w d fin d
p1, V1, T1, at Inl t clos s. For th constant C1 and C2 (link) constant of th c
ombustion is obtain d aft r adjustm nt to m asur d valu s:
Load chang th pr chamb r ngin
compr ssion & DI ngin xpansion
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1-cylind r mod l
figur : G.P. flag - Principl s of combustion ngin s, Vi w g+TEUBNER, 2009
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1-cylind r mod l
int rnal zon s us h at transf r in th xhaust manifold to tap
for sup rcharg d ngin s is th h at transf r in th xhaust manifold is crucial
for th r maining xhaust gas n rgy to th turbocharg r in compr ssion work is
impl m nt d.
Th approach by Zapf is similar to th following woschni for th cylind r
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1-cylind r mod l
int rnal zon s us station Ar s Wall t mp ratur mod l
with known wall insid t mp ratur (for a stationary op rating point av rag d ov
r a work cycl ) can d riv th th rmal quival nt l ading co ffici nt rth can b
d t rmin d.
All oth r siz s ar in th proc ss account or as a suppl m ntary condition known
.
In stationary op ration th wall t mp ratur

dissipat d h at curr nt DC:
is constant and th r for
th to or

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combustio
1-cylind r mod l
int rnal zon s us transi nt wall t mp ratur mod l
in transi nt op ration must hav th m mory capacity of th combustion chamb r w
all, as w ll as th transf r of h at to th cooling wat r or cooling oil must b
tak n into account.
Th wall is comparabl to (FEM) on at l ast two "El m nts" shown for combustion
chamb r sid and cooling wat r-sid wall.
Th piston is du to th lack of cooling with cooling wat r with a diff r nt app

roach is calculat d
(n= Ring, shirt or oil)
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1-cylind r mod l
int rnal zon s us combustion proc ss mod ling
for th d scription of th h at r l as can hav diff r nt approach s ar pursu
d.
Th most famous math matical approach is th vib and th doubl Vib approach.
Anoth r possibility of ph nom nological approach s with which .g.
th inj ction proc ss of th di s l ngin is sp cifi d in ord r to calculat
combustion proc ss.
th
Du to compl x combustion proc ss ar incr asingly pur ly

num rical approach s (n ural n tworks) for th d scription of th appli d h at r
l as .
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1-cylind r mod l
int rnal zon s us vib r plac m nt combustion proc ss
of vib r plac m nt combustion proc ss is on of th simpl st approach s to mod
ling th
h at r l as
QB,total is th
l mass and its
D rParam t r a
th nd of th
in th combustion chamb r.
sum of th r l as d h at and is calculat d from th xisting fu

low r h ating valu .
is from th sp cifi d d gr of impl m ntation is calculat d, at
combustion should b achi v d.
Th valu m is th so-call d vib form param t rs or form factor, with

which th shap of th h at r l as can b s t.
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combustio
1-cylind r mod l
int rnal zon s us vib r plac m nt combustion proc ss
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1-cylind r mod l
int rnal zon s us application of vib to th advanc invoic (di s l ngin )
of vib combustion proc ss is through th thr
param t rs, BB BD and m deined.
For the advance calculation o caloriic lows or a desired operating point tha
t there are dependencies or this parameter must be adapted accordingly. This is
used as a starting point or a well-known operating point o the imaging engine
is required.
The adjustment o the start o combustion are calculated ater the injection del
ay o the injection system and the time lag
o the ignition lag is described via a Arrhenius unction.
MAN Diesel & Turbo Dr Maier & orest simulation methods in the combustio
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1-cylinder model
internal zones use application o vibe to the advance invoice (diesel engine)
the burning time is generally rom the combustion air ratio and the amount o th
e recirculated exhaust gases, also on some engines o the speed-dependent (e.g.
in the case o rear wheel drive mode). For engines without exhaust gas recircula
tion can load the engine alone on the combustion air ratio be speciied. This el
iminates the ground part.
A = known operating point )

or a description o the thermal release must
be adapted to the orm actor. This is thereore the ignition lag, the speed and
the gas was at IT-dependent.
A = known operating point )

Dr Maier & orest simulation methods in the combustion process development
5/16 < 45 > MAN Diesel & Turbo
1 zone cylinder model

internal use double vibe-replacement combustion process
a reinement o the vibe replacement combustion process is the double vibe mixed
replacement combustion process o combustion processes with a strong pre- Share
is applied.
When double vibe, two superimposed on vibe, with unctions in the respective sha
re o combustion the two unctions must be assigned.
In special cases, also a three-Vibe is applied, e.g. or a better illustration o

the burnout phase
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1-cylinder model
internal zones use double vibe-replacement combustion process
WS1
Figure: G.P. lag - Principles o combustion engines, Vieweg+TEUBNER, 2009

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1-cylinder model
internal zones use polygon Hyperbolic-replacement combustion process
another mathematical approach to modeling o the energy release, is Schreier, Po
lygon- hyperbola replacement combustion process. It is or the diusion combust
ion o a polygon and a subsequent hyperbola. For the illustration o the pre-mix
ed combustion is the polygon with a triangle superimposed.
For modeling are 9 parameters.

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1-cylinder model
internal zones use explosive combustion
the calculation o knocking combustion should identiy the operating points at w
hich it is possible to knock. It is not used or modeling the knocking combustio
n.
In the literature on numerous knock models with dierent approaches. Probably t
he best known is the pinking model o Franzke, with the date o the onset o kno
cking combustion can be determined.
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ce
two zones models
3 pressure curve analysis
4 Total Process Analysis
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Two Zones cylinder model

internal use to hollow tree
with a two-zone model is the combustion chamber is divided into two zones:
- unburned - burned the two areas are divided by the lame ront.
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internal use to hollow tree
Zone 1 - Contains the air and uel - described by status variables P, V1, T1, n1
,i, 1
Zone 2 - Contains (incompete) burned mixture - described by status variabes P,
V2, T2, n2,i, 2
- secondary compete combustion (oxidation) via reaction kinetic modes, as we
as the therma NOx-Bidung
fame front - infinity thin and ground-free "Zone" - Primary oxidation unti the
ohc-Baance -> O H/, H2, H2O, CO, CO2,
OH are in the chemica equiibrium)
MAN Diese & Turbo Dr Maier & forest simuation methods in the combustio
n process deveopment
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Two Zones cyinder mode

Interna use for hoow tree
wa heat oss - heat is provided by radiation and convection between the zones
and the wa transfer - heat transfer is based on Woschni, but in the two zones
due to different temperatures and ground shares are
different.
Zone 2 contributes more to the tota heat oss (burned), but has to start of com
bustion a ow mass
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Two Zones cyinder mode
interna use after Heider

Zone 1 - reaction zone with energy impementation with 0 constant over the work g
ame - mass or voume of the combustion process are ceary defined
- there is no combustion instead!
Zone 2 - Rest of unburned Zone - Voume, No combustion in this zone
Heider presents the resuts of a 0D-mode underying Ein-Zonen (work process inv
oice)
curves of V(), p(), T(), m (), (), QB (), QW ()
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internal use ater Heider
via an empirical approach is the transmitted energy (or
temperature dierence) rom the reaction zone 1 to Zone 2. The transer is made
by turbulent mixing.
Two-zone models are the basis or a uture nitrogen oxide calculation, as the di
erent zones (T, V, P) in the combustion chamber.
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internal use NOX-calculation ater ph.d. student
o the ph.d. student mechanism describes the thermal NOX-training (starting at a
pprox. 1000K) in the lame ront or burned.
The mechanism is both in the 0D, as well as the 3D- combustion simulation is app
lied.
The mechanism describes 3 chemical equations or NOx-Bildung.
The rate constant ki in the model via the Arrhenius unctions in dependence o t
he temperature is calculated.
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internal use NOX-calculation ater ph.d. student
igure: G.P. lag - Principles o combustion engines, Vieweg+TEUBNER, 2009

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ce
phenomenological models
3 combustion pressure curve analysis
4 Total Process Analysis
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phenomenological
internal use combustion models
in addition to the 0D -zone models there are phenomenological models that the op
erations in the combustion chamber signiicantly more accurate mapping, but no d
etailed spatial analysis (turbulent three-dimensional low ield).
The primary goal o the models is the combustion process on the basis o physica
l and chemical related to calculate.
WS1 5/16 < 59 >
Phanom.
Internal combustion models use bargende turbulence model ater
the turbulence model ater bargende includes 4 Terme, the turbulent kinetic ener
gy
and dissipation k aect density

change low injection o crushing and
base o the turbulent kinetic energy or the high-pressure part is kES
WS1 5/16 < 60 >
Phanom.
Internal combustion models use zero-dimensional combustion process unction o c
hmela
there is no subdivision o the combustion chamber in zones.
The combustion process is on the basis o a ew characteristic inluencing param
eters linked to:
available uel mass at the current time
turbulent kinetic energy k, or representation o the mixing speed o air and u
el injection rate is constraint, to take account o the uel injected over time
the
advantages o the approach:
extremely short processing time and easy handling o the " Berucksichtigung inject
ion system" (pressure, Injector Speciication) with a
good illustration o the burning history
WS1 5/16 < 61 >
Phanom.
Internal combustion models use zero-dimensional combustion process unction o c
hmela
igure: G.P. lag - Principles o combustion engines, Vieweg+TEUBNER, 2009
WS1 5/16 < 62 >
Phanom.
Internal combustion models use stationary gas jet
Nee and hollow tree developed on the basis o the "ree-jet theory" ater Abram
ovich has a model or the heat release in a DI-diesel engine.

WS1 5/16 < 63 >
Phanom.
Internal combustion models use stationary gas jet
injection is as quasi -stationary gas beam in an idealized block swirling low.
The mixture distribution within the beam is "layered" and is derived rom the be
am spread or the beam angle as well as an empirical concentration dependence in
the radial direction.
As a result o the adoption o the "stationary" injection jet, the -distribution
within the beam constant. It is at each time step a new shim (x) the beam is adde
d.
The heat reease rate is a function of the mixture formation rate and is
on a Arrhenius function described. The constants of the function
must be empiricay to a specific engine.
Drops of atomization and evaporation are not taken into account, therefore there
is no ignition modeing possibe. The ignition is carried out at a specified i
mit R ignition of the fue. Up to this point in time is a premixture of fue and
air in the outer beam area pre-mixed peak in the combustion process
WS1 5/16 &t; 64 >
Phanom.
Interna combustion modes use stationary gas jet
figure: G.P. fag - Principes of combustion engines, Vieweg+TEUBNER, 2009

WS1 5/16 &t; 65 >
Phanom.
Interna combustion modes use package mode after Hiroyasu
The mode separates the injection spray into sma packets, with ony a fue jet
is mapped (symmetry approach).
For each package, the mass and energy baance.
Within a package are the partia processes:
drop evaporation
combustion air poutant formation the burning rate is the sum
of the heat reease of a packages.
Figure: G.P. fag - Principes of combustion engines, Vieweg+TEUBNER, 2009
WS1 5/16 &t; 66 >
Phanom.
during the compression stroke is the combustion chamber as a zone with air and r
ecircuated exhaust gas shown if necessary.
During the injection time is continuousy a new beam washer from packages with
iquid fue generated the fue jet mapped.
After a characteristic time are the drop in an atomized package and air. Through
the heat entry in the package from the admixture of air are the dropets evapor
ate.
After the ignition ag time the mixture is burned and heat are reeased as we
as emissions produced.
Spraying dropets evaporation, ignition and combustion run in
each individua package and must be cacuated individuay.
A mixing and an energy exchange between the packages does not take pace. Ony a
ir mixing and heat transfer is performed via the package boundaries.
WS1 5/16 &t; 67 >
Phanom.
WS1 5/16 &t; 68 >
Interna use time scae modes

time scae modes refer to the for premixed combustion and diffusion combustion
different characteristic time scaes.
The premixed combustion is through the fue evaporation and reaction kinetics.
The diffusion combustion is the speed of the turbuent mixing of fue vapor and
air-dependent.
For the premixed combustion is the characteristic time scae proportiona to the
ignition ag time.
The characteristic time scae of the diffusion combustion is based on the turbu
ent viscosity. For the determination of the turbuence is an appropriate approac
h (e.g. after Bargende) required, since there is no fow fied (as in the case o
f CFD) is oosened.
WS1 5/16 &t; 69 >
Interna Use Agenda - Bock 1

1 cacuation methods in the combustion process deveopment 2 work process accou
nting
modes for the Otto motorized combustion
3 pressure curve anaysis
4 Tota Process Anaysis
WS1 5/16 &t; 70 >
Interna Use Otto motorized combustion

modeing of the gasoine engine combustion is based generay on the 2 zones mod
e.
Fue, Air and residua gas are mixed.
The main probem of modeing is the absence of the turbuent
fow fied. The consideration is the main task in the modeing of a 0D mode.
WS1 5/16 &t; 71 >
Otto motorized combustion

interna use aminar and turbuent fame veocity
the fame speed has a significant infuence on the increase in pressure. It is b
etween the aminar and turbuent fame speed differences.
The aminar fame speed is dependent on , P, T, the residua exhaust gas concentr
ation and the fue and is usuay after metghachi and Keck modeed.
By turbuence is the aminar fame front "foded" (fame -wrinking)
and thus the surface area. The fame front surface is
cacuated, e.g. according to Heywood and is of the spark pug position and the
combustion chamber geometry dependent.
WS1 5/16 &t; 72 >
Borghi diagram
interna use cassification of premixed combustion
the borghi diagram is used to divide the premixed combustion regime in accordanc
e with the prevaiing turbuence.
The axs of the borghi chart are unit-ess and are for the x-axis to the turbuen
ce eddy in comparison to the Fame thickness as we as for the y-axis to the tu
rbuence intensity of the aminar fame speed.
The cassification of the regime is provided on the basis of dimensioness metri
cs turbuent Reynods number (inertia and toughness forces)
turbuent Damkoher-Zah (turb. Time Scae to chemica reaction time)
turbuent Karovitz-Zah (aminar fame ausbr. tub. Time Scae)
WS1 5/16 &t; 73 >
Borghi diagram
interna use cassification of premixed combustion
figure: Kotchourko, et a - numerica simuation of turbuent premixed combustio
n gases in compex 3D geometries, IKET, 2000
WS1 5/16 &t; 74 >
Otto motorized combustion

interna use heat reease ignition and knocking
entrainment mode - heat reease by Bizzard & Keck Two Steps 1. Fame progr
ess (entrainment) by turbuence 2. Heat reease from the combustion
ignition (Scheee) exceed the ignition temperature in a sma voume eement, ca
used by , P, T and the fue used.
Tap (ive good and Wu) Exceeding the ignition ag time of the fue-air mixture.
The ignition ag time is determined via an Arrhenius approach.
Aternative: kinetic reaction approaches (e.g. she mode of Hastead) via "com
pex" chemica processes.
There are extensive measurements necessary to the pinking mode.
WS1 5/16 &t; 75 >

1 cacuation methods in the combustion process deveopment 2 Work Process Invoi
ce 3 pressure curve anaysis 4 Tota Process Anaysis
WS1 5/16 &t; 76 >
Interna use pressure curve anaysis

the pressure curve anaysis is an important too in the combustion process deve
opment. With your hep, the measured pressure curves on the engine are anayzed
with regard to:
ignition behavior (e.g. ignition duration)
combustion process (e.g. fue impeme
ntation) charge exchange good (e.g. residua gas) oss distribution (e.g. fricti
on fuid pressure),
WS1 5/16 &t; 77 >
Pressure curve anaysis

interna use evauation of the pressure gradient
of the combustion chamber wi, as in the work process invoice, as idea, cosed
containers accepted.
Bow-by and evaporation enthapy can be negected.

The inner energy is on the pressure, temperature and gas composition.
The wa heat osses are a function of pressure and temperature.
For the determination of the combustion chamber side heat fow must be known to
the wa temperatures.
The average gas temperature can be with knowedge of the combustion chamber vou
me, the
pressure and gas composition on the therma
equation of state.
=> Ony unknown is the pressure in the cyinder.
WS1 5/16 &t; 78 >
Interna use pressure curve anaysis

figure: G.P. fag - Principes of combustion engines, Vieweg+TEUBNER, 2009
WS1 5/16 &t; 79 >
Pressure curve anaysis

interna use oss sharing
the oss distribution is used for the potentia evauation of different combusti
on process.
In this connection, the individua oss components on the basis of the process o
f the idea motor (simiar to the same room process) cacuated and up to the ac
tua process is traced. So you can see the individua osses be quantified and e
vauated.
Differences idea to a rea engine process:

- idea gas
combustion to the chemica equiibrium with consideration of the
dissociation (breaking the moecues) - idea combustion process (heat suppy at
TDC) - no wa heat osses
- No Friction
- no fow osses - contro times are in the Totpunkten
WS1 5/16 &t; 80 >
Interna Use Printer Running Anaysis

Optimisation of combustion by experiments on the 1-Cyinder Engine Injector Abgas
ruckfuhrung Brennraumvariationen Kombination trough Kraftstoffvariationen
WS1 5/16 &t; &t;81 81 >
>

1 cacuation methods in the combustion process deveopment 2 Work Process Invoi
ce 3 pressure curve anaysis 4 Tota Process Anaysis
WS1 5/16 &t; 82 >
Interna use tota process anaysis

the tota process anaysis (1D-CFD) is used for the design and optimization of h
oistic engine configurations.
It is based on the work process invoice in combination with the cooing and oi
system of the entire engine. You can aso oad connected to the motor must be ta
ken into account (e.g. drive train).
Since the work
approach (e.g.
. The friction
on to be taken
process invoice ony indexed work, an appropriate

after Back Meier) for a description of the engine friction
is aso needed in order to dissipate the heat generated by fricti
into account (e.g. warm-up behavior).
WS1 5/16 &t; 83 >
Tota Process Anaysis

Interna use friction modeing
the cacuation of the frictiona fuid pressure takes into account the foowin
g points:
piston group depending on the oad, siding speed and temperature.
Basic
and connecting rod bearings depending on the oad, speed and bearing geome
try friction osses on the camshaft oi pump work depending on the oi temperatu
re
ventiation osses of the rotating parts
injection pump depending on the oad and the speed
power requirements of the aux
iiary units (e.g. cooant pump, cooing fan)
WS1 5/16 &t; 84 >

Interna use appication cases
the stationary overa process anaysis is used for parameter studies appied to
specific expanations for occurring phenomena in the overa system or the inf
uence of individua sub-systems to examine in detai.
WS1 5/16 &t; 85 >

interna use of appication cases
transient overa process invoice can a transient processes of the system imag
e. From the barge oad behavior of a arge diese engine up to the cacuation o
f the entire cyce.
WS1 5/16 &t; 86 >

Interna use mode of a CHP power pant motor with 2-stage
without ATL-NT system two-HT system
base CHP system
WS1 5/16 &t; 87 >
Interna Use dates and structure
Dates:
Friday 13.11.2015 Bock 1 10:30 to 16:00
Friday 15.01.2016 Bock 2 10:30 to 16:00
Friday 05.02.2016 Bock 3 10:30 to 16:00 Friday 12.02.2016 (repacement) 10:30 t
o 16:00
cacuation methods in the combustion process deveopment
work process invoice
bock 1
pressure curve anaysis of the overa process anaysis
bock 2 combustion simuation
bock 3 Interaction Simuation & Measurement
WS15/16 &t; 88 >
Interna Use Do you have any more questions?

Dr. Uf Forest Maier M.Sc. Feix Rosentha Head of modeing and simuation of sc
ientific staff
MAN Diese & Turbo SE Karsruhe Institute of Technoogy Institute of piston
machines city Brook Street 1 rint Heimer cross-Aee 2 86153 Augsburg Buiding 7
0.03 76131 Karsruhe
Phone: 0821/ 322-2081 Phone: 0721/ 608-48528 Uf.wadenmaier@man.eu Feix.rosent
ha@kit.edu
WS1 5/16 &t; 89 >

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Simulation methods in the

internal use internal use combustion process development

WS1 5/16 &lt; 3 &gt;

Internal Use Agenda - Block 1

Internal use drivers of motor development

Internal use role of the combustion process development

Internal use what is combustion process development

erms of the development objectives.

combustion process development in the

Internal use engine specification

compression ratio supercharging concept etc.

Internal use concept

Internal use design phase

Internal use test

emissions component temperatures component diagnosis

Internal use Field Test

field test / long-term test

Internal Use Agenda - Block 1

Work Process Invoice

WS1 5/16 &lt; &lt;16 16 &g

Internal use work process invoice

The work process invoice

Gaspfadmod lli rung

Gaspfadmod lli rung

for th d v lopm nt of a compl t

ngin , th compon nts must b mapp d on th

Cylind r id al g ruhrt r contain rs / r actor

Gaspfadmod lli rung

Gaspfadmod lli rung

Gaspfadmod lli rung

Int rnal Us Ag nda - Block 1

combustion mod ling

of a multi-zon mod l with a fu l d

MAN Di s l &amp; Turbo Dr Mai r &amp; for st simulation m thods in th

ll as to h at th fu l vapor is th gas h at.

For th solution of mass and n rgy balanc is th th rmal

cylind r pr ssur and th chang

MAN Di s l &amp; Turbo Dr Mai r &amp; for st simulation m thods in th

Figur : G.P. flag - Principl s of combustion ngin s, Vi w g+TEUBNER, 2009

Th h at flow is for th ar as of th piston, cylind r h ad and cylind r lin r i

wall t mp ratur s ar usually on th basis of xp ri nc of stationary op rating

cod for turbul nc - Ratio of mom nt of in rtia

Prandtl numb r: a dim nsionl ss h at transf r co ffici nt - Ratio of viscosity a

by mat rial valu s, assumptions and adapt to th m asuring valu s follows

for combustion will b a modification of th charact ristic

In stationary op ration th wall t mp ratur

is constant and th r for

MAN Di s l &amp; Turbo Dr Mai r &amp; for st simulation m thods in th

Th piston is du to th lack of cooling with cooling wat r with a diff r nt app

Du to compl x combustion proc ss ar incr asingly pur ly

sum of th r l as d h at and is calculat d from th xisting fu

Th valu m is th so-call d vib form param t rs or form factor, with

o the ignition lag is described via a Arrhenius unction.

A = known operating point )

A = known operating point )

1 zone cylinder model

In special cases, also a three-Vibe is applied, e.g. or a better illustration o

Figure: G.P. lag - Principles o combustion engines, Vieweg+TEUBNER, 2009

For modeling are 9 parameters.

Internal Use Agenda - Block 1

Two Zones cylinder model

Two Zones cylinder model

Two Zones cyinder mode

Two Zones cyinder mode

WS1 5/16 < 3 >

WS1 5/16 < <16 16 &g

MAN Di s l & Turbo Dr Mai r & for st simulation m thods in th

MAN Di s l & Turbo Dr Mai r & for st simulation m thods in th

MAN Di s l & Turbo Dr Mai r & for st simulation m thods in th

WS1 5/16 &t; 66 >