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Research Papers: Internal Combustion Engines

Active Air Control System Development Using Charge Air Integrated Manifold Engine Numerical Simulation (CAIMENS)

[+] Author and Article Information
Diana K. Grauer, Kirby S. Chapman, Ali Keshavarz

NGML, Kansas State University, 245 Levee Drive, Manhattan, KS 66502

J. Eng. Gas Turbines Power 130(4), 042806 (Apr 29, 2008) (7 pages) doi:10.1115/1.2906181 History: Received November 05, 2007; Revised November 26, 2007; Published April 29, 2008

This paper reports on an investigation into the transient, compressible flow physics that impact the trapped equivalence ratio. A comprehensive, variable geometry, multicylinder turbocharger-reciprocating engine computer simulation (T-RECS) has been developed to illustrate the effect of airflow imbalance on an engine. A new model, the charge air integrated manifold engine numerical simulation (CAIMENS), is a manifold flow model coupled with the T-RECS engine processor that uses an integrated set of fundamental principles to determine the crank angle-resolved pressure, temperature, burned and unburned mass fractions, and gas exchange rates for the cylinder. CAIMENS has the ability to show the transient impact of one cylinder firing on each successive cylinder. The pulsation model also describes the impact of manifold pressure drop on in-cylinder peak pressure and the pressure wave introduced to the intake manifold by uncovering the intake ports. CAIMENS provides the information necessary to quantify the impact of airflow imbalance, and allows for the visualization of the engine system before and after airflow correction. The model shows that not only does the manifold pressure drop have a significant impact on the in-cylinder peak pressure but it also has an impact on the pressure wave introduced to the intake manifold as the ports are opened. Also, each cylinder has a considerable impact on the airflow into each successive cylinder.

Copyright © 2008 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Example of relative total NOx production

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Figure 2

Cooper GMV intake manifold model

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Figure 3

Steady state Cooper GMV manifold Δp

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Figure 4

Discharge coefficients for GMV and HBA intake ports

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Figure 5

T-RECS pressure and mass flow rate versus crank angle

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Figure 6

In-cylinder pressure and port flow rates

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Figure 7

Firing order for ten-cylinder GMV

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Figure 8

Cylinder timing versus crank angle left bank of ten-cylinder GMV

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Figure 9

Port activity overlap

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Figure 10

CAIMENS block diagram

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Figure 11

Simplified in-cylinder pressure profile

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Figure 12

Cylinder 1 fire manifold pressure distribution

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Figure 13

Cylinder 1 fire intake manifold pressure wave propagation

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Figure 14

Timeline for port activity

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Figure 15

T-RECS Cylinder 1 versus Cylinder 4 pressure trace

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Figure 16

T-RECS Cylinder 1 versus Cylinder 4 peak pressure

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Figure 17

Cylinder 1 versus Cylinder 4 pressure

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Figure 18

Cylinders 1 and 4 pressure propagation

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