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Analysis of Intake and Exhaust Airsystem of GEVO Locomotive engine
for bsfc improvement
M. Sc (Engg) Dissertation in Automotive Engineering
Submitted by: Mr. Manoj Kumar P.
Academic Supervisor: Mr. D. Vamsidhar(Lecturer)
Industry Supervisor: Mr. Ganesha K.
(Manager GE Infrastructure-Rail, EngineSystems)
M. S. Ramaiah School of Advanced StudiesPostgraduate Engineering Programme
Coventry University (UK)
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Gnanagangothri Campus, New BEL Road, !R Nagar, Banga"ore#$%& &$'e"*a+ -.%& $$./-.%& 0/1.-.%& '2$/3 4e5site httpwww3msrsas3org
2004-2005
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M.S.Ramaiah School of Advanced Studies
Postgraduate Engineering egree Programme
!oventry "niversity #"$%
&angalore
!erti'cate
(his is to certify that the )*+c #Engg% Pro,ect
issertation titled -Analysis of Intake and
Exhaust Air system of GEVO Locomotive engine
for bsfc improvement. is a bona'de record of
the Pro,ect /ork carried out by )r* )ano,
$umar P* in partial ful'llment of re0uirements
for the a/ard of )*+c #Engg% egree of
!oventry "niversity in Automotive Engineering
during the academic year 122341225*
)r* * Vamsidhar )r*Ganesha $*Academic Supervisor
Industrial SupervisorMSRSAS - Bangalore E-InfrastructureRail (Engine S!stems)
M.S Ramaiah School of Advanced Studies Postgraduate Engineering Programmes (PEPs)
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eclarati!n
Project Title:Project Title: Analysis of Intake and Exhaust Air
system of GEVO Locomotive engine for sfc
improvement
The Project Dissertation is submitted in partial fulfillment of academic requirements
for M.Sc (Engg) Degree of Coentr! "niersit! in #"T$M$T%&E E'%'EE%'.
This dissertation is a result of m! o*n inestigation. #ll sections of the te+t and results,*hich has been obtained from other sources, are full! referenced. % understand that
cheating and plagiarism constitute a breach of "niersit! regulations and *ill be dealt
*ith accordingl!.
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"ame !f t#e Stu$ent%"ame !f t#e Stu$ent% Man!& 'umar Man!& 'umar
Signature%Signature%
ate%ate% 2*++20052*++2005
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c.n!/le$gement
-oremost % *ould lie to e+press m! heartfelt gratitude and thans to Mr. Salil
/umar, Center Director, E0%nfrastructure0 ail and m! manager at Erie Mr. Eric Dillen
for proiding me the unique opportunit! of completing m! Masters Degree and the
Project simultaneous to m! regular *or.
M! sincere thans and gratitude to m! manager at %ndia, Mr. anesha, for his
aluable 1 timel!, adice and suggestions as m! guide. This project *ould not hae been
a success *ithout m! technical mentor Mr. Doug lenn at Erie, "S#. 2e has supported
me *ith regular directions as *ell as the test data for model alidation.
M! sincere thans, to m! #cademic Superisor &amsidhar, *hose able guidance
helped me to complete the project on time.
% *ould lie to e+press m! heartfelt thans to all m! friends especiall! atheesh
'ath from #utomotie Engineering Centre, and the entire MSS#S team for creating a
friendl! and supportie enironment during the entire course of m! sta! in MSS#S.
-inall!, m! thans to m! *ife Chithra and m! daughter %ndhuleha, *ho hae
supported and encouraged me immensel! along the course of m! programme.
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stract
-uel consumption reduction is one of the major programs for an! #utomotie3
4ocomotie %ndustr!. This program is applicable to alread! e+isting engines as *ell as forthe ne* designs. -or e+isting engines in the field, ne* its or modification on designs are
incorporated to reduce fuel consumption. -or ne*er designs this aspect is alread! thought
in the design stage itself. 'e* materials, methods and technologies are driing the fuel
consumption reduction programs to ma+imi5e the fuel econom!. The fuel econom!
improements also reduce the emissions simultaneousl! thereb! maing it more attractie
to the Companies to achiee respectie emission norm targets.
%ntae and e+haust s!stem air paths are one of the major areas that contribute into
fuel consumption. 2igher the pressure drops in the s!stem higher the fuel consumption.
$ther areas lie intae ports as *ell as e+haust ports *ere not scoped in ie* of cost
effectieness.
The objectie of the project is to model the intae and e+haust air paths *ith the
use of T Suite, engine simulation soft*are, and anal!se the major contributors for
pressure drop and ealuate the total opportunit! aailable for bsfc improement. The
model has to be alidated *ith engine testing. The future *or inoles in carr!ing out
the stud! on indiidual contributors identified *ith simulation as *ell as *ith testing.
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re1iati!ns
6sfc 7 6rae specific fuel consumption
C% 0 Compression %gnition
C-D 7 Computational -luid D!namics
E&$ 7 eneral Electric Eolution Series 4ocomotie
T 7 amma Technologies
2P 7 2orse Po*er
%C 7 %nternal Combustion
%2P 7 %ndicated 2orse Po*er
'$+ 7 $+ides of 'itrogen
'&2 7 'oise &ibration and 2arshness
P 0 Po*er
PS% 7 Pounds per square inch
P0&8 Pressure &olume
PM (rpm) 7 otation per minute
TDC 7 Top dead center
T0s8 Temperature Entrop!
9$T 7 9ide open Throttle
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uantities an$ 3nits
6sfc 7 g390hr
Densit! 7 /g3 m:
Displacement &olume 7 m:
Engine Speed 7 PM
-luid elocit! 7 m3s
2P 7 9
%MEP 0 6ar
Mass flo* rate 7 /g3 2r
Pressure drop 7 m 6ar
Speed of sound 7 m3s
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ale !f !ntents
Title Page ;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;.i
Certificate ;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;ii
Declaration ;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;.iii
#cno*ledgement;;;;;;;;;;;;;;;;;;;;;;.;;;.;;.i
#bstract;;;;;;;;;;;;;;;;;;;;;;;;;;;;;..;;..
#bbreiation;;;;;;;;;;;;;;;;;;;;;;;;.;;;.;;.i
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2 I"3SR8 I"97L9E6:
?.=. C$MP#'A 1 P$D"CTS...................................................................................=:
?.?. -E9 -#CTS $' 4$C$M$T%&E.........................................................................=:
?.:. 4$C$M$T%&E #'D E'%'E ST"D%ED -$ 6S-C.......................................=@
: ME;77L7G868 (E&$ =? C!linder :: 9 K=JJ PM Engine)........................................=-igure F8 (#ir 7 #ir %ntercooler).........................................................................................=-igure =J8 E&$ 4ocomotie Engine schematic..............................................................?@-igure ==8 Engine Test schematic 0 Pressure and temperature measurement locations.....?-igure =?8 'ormali5ed bsfc &s 'ormali5ed Press. Drop (Test bed data &s Simulation 7
%nitial).........................................................................................................................?-igure =:8 'ormali5ed bsfc &s 'ormali5ed Pressure Drop (Test bed data &s Simulation 7
-inal modelK rated po*er)........................................................................................?-igure =@8 T 7 Po*er E&$ Engine Model...................................................................?F-igure =8 Pressure Distribution from compressor discharge to Turbine entr!.................:J-igure =8 Temperature distribution from compressor discharge to Turbine.....................:=-igure =8 Turbine Map 0 Pressure ratio &s Efficienc!.....................................................:@-igure =>8 Simulated P0& diagram.....................................................................................:-igure =F8 Simulated 6urn rate *ith Cran angle..............................................................:
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;ER-06;ER-06
6 I"R73I7"
&olumetric Efficienc! of an engine is one of the main parameters that decide the out
put po*er for an! engine for the gien capacit!. The more the engine can breath the more
it can burn and hence more po*er *ill be generated for the same c!linder olume. -ig =
H>I indicates that higher the airflo*, the po*er generated for unit piston area goes onincreasing.
>igure 6%irfl!/ 9s I; Aer Aist!n area
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i
o
M = Mass of air Induced
N = Engine speed
Vd = Displacement Volume
I= Density of Inlet air.
id
i
o
v VN
M
LL
L?
=
The aboe figure (=) depicts that the olumetric efficienc! is directl! proportional
to the po*er that can be generated from unit area of piston. T!pical airflo* requirement at
an engine speed is dictated b! the stroe, bore, speed and olumetric efficienc! as
indicated b! the relation ship mentioned belo* H?I.
Cn
RPMVRA
R
vd
L
LL =
PM ma+imum design rpm
#- equired air flo*
v &olumetric efficienc!
dV Engine displacement
Rn Engine stroe (? for a four stroe engine)
The *oring process of an actual engine differs from a theoretical c!cle in man!
respects. The *oring fluid is not ideal gas rather it is a mi+ture of fuel, gas 1
combustion products, *here the specific heats ar! *idel!. There is no pure constant
olume process and compression and e+pansion are not adiabatic See figure ? for a
t!pical Diesel c!cle. See the simulated P0& Diagram in #nne+ure (-ig =>) to find the
difference from the theoretical c!cle.
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>igure 2% iesel+ !nstant Aressure ycle (-9 B -S $iagrams) C2D
The resistance in the intae 1 e+haust s!stems, ambient air conditions and fuel
conditions all change the composition of the actual intae air being suced during
compression. Most of these parameters tend to reduce the thermal efficienc! as *ell as
the po*er out put. %f the mean indicatie pressure of an engine is bar then each J m bar
bac pressure reduces the engine po*er b! =G *hereas a J m bar reduction in suctionreduces J3=J=:.? L =JJ .FG percent reduction in po*er.
The po*er and bsfc is related b! the equationP
m!sfc
o
f= *hereo
fm is mass flo*
rate of fuel 1 P is the po*er. # reduction of .FG percent in po*er sho*s up an increase
of =.JG on bsfc for the same fuel flo* rate H?I.
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The behaior of %ntae s!stem and e+haust s!stem are important since these
s!stems goern the airflo* into the engineNs c!linders. %f the manifold flo*s are of focus
then the models that adequatel! describe the unstead! gas0flo* phenomena, *hich
normall! occur, are required.
Three t!pes of models for calculating details of %ntae and e+haust flo*s hae
been deeloped and used H=I.
-
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olume flo* rate diided b! local cross0sectional area. Since the intae s!stem and ale
dimensions scale appro+imatel! *ith the c!linder bore, mi+ture elocities in the intae
s!stem *ill scale *ith piston speeds.
2ence olumetric efficiencies as a function of speed for different engines should
be compared at same piston speeds. The belo* figure : sho*s H=I ho*, different
phenomena aries *ith speed.
'on speed dependent effects (lie fuel apor pressure in the case of gasoline)
drops belo* =JJG to cure #. Charge heating in the manifold and c!linder drops the
cure # to 6. -rictional flo* losses increase as the square of engine speed and drops
cure 6 to C. #t higher speeds the flo* during intae stroe gets choed and the drops
sharpl! to D from C. The induction ram effect at higher speeds ho*eer raises the cure
from D to E. 4onger intae ale opening timings at higher speeds to tae adantage of
increased charging *ill result in bac flo*s at lo*er speeds. Cure - to sho*s that the
%ntae and E+haust tuning can help to increase the .
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>igure :% #ange in 9!lumetric efficiency (1) /it# sAee$ $ue t! $ifferent A#en!mena C6D
%n filling and empt!ing models finite olumes represent the manifolds3 sections
*here mass of gas increases or decree
ases *ith time. The equations of Mass, Energ! and Momentum conserations *ith
stead! state equations defining the restrictions as *ell as mass flo* rates in and out of the
finite olumes define the gas state at each control olume.
Man! other design ariables lie length and diameter of runners and plenum,
junctions as *ell as the inlet and e+it angles, engine dimensions, intae and e+haust port
designs etc. are be!ond the capabilities of the models discussed aboe. Coupled *ith
pulsating nature of the flo* into and out of the each c!linder these details create
significant gas d!namic effects on intae and e+haust flo*s. as D!namic models use the
massO momentum and energ! conseration equations for the unstead! compressible flo*
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in the intae and e+haust. -inite difference techniques are used to sole the gas d!namic
equations.
Mass conseration requires that the rate of change of mass *ithin the control
olume (-ig0 @) equals the net flo* into the control olume.
The Momentum conseration equation states that the net pressure forces plus the
*all shear forces acting on the control olume surface equal to the rate of change of
momentum *ithin the control olume plus net flo* of momentum. The first la* of
thermod!namics for a control olume states that the energ! *ithin the control olume
changes due to heat and shear *or transfer across the control olume surface and due to
the net efflu+ of stagnation enthalp! resulting form the flo* across the control olume
surface.
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>igure 4% !ntr!l 9!lume f!r 3nstea$y 7ne $imensi!nal fl!/ analysis C4D
Conseration Equations8
( ) J=+
+
d"
dA
A
##
"t
00000000000000000000000000000000000000000000000000000000Mass
d"A#"
d"#At
d"D#
d""
pA )()(
?
??
+
=
000000000000000000Momentum
J)P?
)(Q()P?
)((Q.??
=++
+++
d"A$d"#p
u#A"
#pud"A
t
o
000 Energ!
J)?()=()(:.
? =+
+
+
D
#$
"
p#
ta
"
p#
t
o
00000000000000000Combined
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p Pressure
" -luid elocit!
u Specific internal energ!
Densit!
+ unit lengthO t unit time
Specific heat ratio
.o
$ 2eat transfer per unit mass of fluid per unit time *ithin the control olume
# Cross sectional area
-rictional coefficient defined b! *all friction, fluid densit! and elocit!
a Sound of speed
%n the absence of friction and heat transfer effects the flo* is isentropic (or often
named as homentropic flo*)
The aboe equations can be soled using -inite difference methods. $nce themass transfer during intae and e+haust, heat transfer bet*een the in c!linder gases 1 the
in c!linder components, the rate of charge burning (2eat release) are no*n the aboe
conseration equations permits the c!linder pressure and *or transfer to the piston to be
calculated. Engine models deeloped is been used to predict the performance as *ell as
the emissions. T Po*er deeloped b! amma Technologies is an engine model, *hich
follo*s the discussed principle.
66 M7I9I7"-uel Consumption reduction has er! high significance in an! #utomotie
%ndustr! and also at an! industr!, *hich uses fossil fuels to operate an! t!pe of %C,
engines as their prime moer. -ossil fuels are a fast depleting natural resource. %n ie* of
the same it is been use to its best econom!. During last ?J !ears the fuel efficienc! of
internal combustion engines has been doubled more than t*ice due to different technical
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adancements in the industr!. Diesel is the fuel, *hich is been commonl! used to run the
Compression %gnition engines.
Compression %gnition engines are more thermal and fuel efficient than its
counterpart gasoline drien Spar %gnition engines. 'e* generation C% engines also
produce lesser harmful emissions. 9ith the adances made on the electronics and
soft*are technolog! areas along *ith Common rail technolog!, the diesel engines are
getting more and more refined and adancing to*ards homogeneous combustion *ith
higher efficiencies and better '&2.
The E&$ engine, *hich deelops :: 9 K=JJ rpm, being studied, is a er!
efficient C% engine used as a prime moer for E locomoties. #ppro+imatel! =. liter
of each c!linder of this engine generates ?>J 9. The bsfc figure is near to the best in its
class. See -ig , *hich indicates the e+pected figures for this ind of engines. Since the
surface area increases *ith c!linder olume, the heat loss to *alls from gas reduces and
as a result bsfc improes (reduced fuel consumption) *ith increased olumes.
>igure 5% sfc (g+ .?-#r) 9s Engine sie (Liter)
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The challenge of the project is to reduce the fuel consumption b! =G oerall on
this alread! good air s!stem. %n this conte+t it *as decided to tae up a project, *hich *ill
anal!se the intae and e+haust air paths and proide a report on areas of opportunit! for
improement.
The different factors that contribute into the bsfc (as indicated in -ig ) *ere
looed into. The focus is on air s!stem including the intae and e+haust and all other
areas lie ale timing and friction *ill be studied separatel!.
>igure act!rs affecting t#e sfc
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6ase soft*are model of the engine *as aailable for stud!. The methodolog! *as
to understand the complicated C-D model *here the air paths and Combustion are
modeled.
The intent of this project is to identif! major components contributing to pressure
drop across the Compressor discharge to manifold length and *ith the alidated model
anal!5e the total opportunit! aailable for bsfc reduction.
62 R7FLEM SEME"
To anal!5e the air s!stem of E&$ 4ocomotie Diesel engine and suggest
modifications for improing the specific fuel consumption.
6: RE9IE? 7> RE9I73S ?7R'
# journal article b! Stee Pierson 1 Stee ichardson of Baguar Cars of Coentr!,
"/ proided the seed for initiation of this project. %t discusses about the simulation of the
inlet port to proide improed fuel econom! and emissions in the Baguar models.
Preious to the computer model it too them to near one month to protot!pe the single
inlet port configuration and run a test that proided no flo* patterns. Currentl! *ith the
ne* C-D soft*are the! are able to do the design in a *eeNs time *ith full data as *ell as
patterns of airflo*. $ptimi5ing the port flo* proides a better mi+ture *hereb!
facilitating the engine to operate at leaner mi+tures reducing the fuel consumption as *ell
as emissions. The design and anal!sis proides a clear understanding of the performance
and can be easil! modified for an! different customer requirements reducing the c!cle
time, cost as *ell as proides readiness for addressing and soling an! field issues.
# publication b! P4 -l!nn, SM allagher, Eric Dillen (E Transportation, Erie, P#)
named RDeelopment of 4o* emission E0-D4 2igh Po*er Medium speed 4ocomotie
Diesel Engine proided much insight into technical aspects of the engine. This paper
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discusses about deeloping the better emission 4ocomotie %C engine from the e+isting
lo*er emission ersion engine *ith minimal changes and *ith the desired effect.
%nternal Combustion -undamentals b! Bohn 6 2e!*ood is been considered as the one
of the esteemed boos for most of the automotie engineers. Most of the theoretical
understanding on the subject problem eoled from this boo. $ther te+tboos that
helped in framing the problem are %nternal Combustion Engines b! Malee, %nternal
Combustion Engines b! ichard Stone Computational -luid D!namics *ith 6asic
#pplications b! Bohn D #nderson Br. 1 -lo* esistance 7 # Design uide for Engineers
b! Er*in -ried 1 % E %delchi. The T po*er user manual proided insight onto the
modeling approach used and the one applied to pipes are specificall! mentioned in the
introduction.
Stud! of using $+!gen enriched combustion #ir for 4ocomotie diesel engines b!
D' #ssanis (The "niersit! of Michigan), 6 Poola, , Sear (#rgonne 'ational
laborator!), Cataldi (##) proided insight on to the thermod!namic simulation
studies *ith o+!gen enriched intae air and ho* it affected the burn rates, dela! as *ell as
ho* the thermal efficiencies improed *ith lo*er PM (Particulate Matter 7 an engine
emission parameter).
64 R77SE ?7R', IM " S7E
To simulate *ith simulation tool (lie T Suite), to stud! the bsfc performance of
engine at different pressure drops.
To anal!5e the intae and e+haust air s!stem for pressure drop.
6ased on aboe, identif! critical areas for detailed anal!sis.
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;ER-02;ER-02
2 I"3SR8 I"97L9E
26 7M"8 B R73S
This chapter proides an oerie* of the eneral Electric Compan!, *here the
project *as carried out and the product on *hich the project *as carried out.
E %nfrastructure 7 ail is global technolog! leader and supplier to the railroad,
transit, marine and mining industries. E proides freight and passenger locomoties,
rail*a! signaling and communications s!stems, information technolog! solutions, marine
engines, motori5ed drie s!stems for mining trucs and drills, high0qualit! replacement
parts and alue added serices. 9ith sales in e+cess of : billion, E %nfrastructure0ail
is headquartered in Erie, P#, and emplo!s appro+imatel! >,JJJ emplo!ees *orld*ide.
E %nfrastructure 7 ail is the maret leader in diesel0electric locomotie production
*ith more than =J,JJJ freight and passenger locomoties operating around the *orld. E
Transportation ail also is the industr! leader in proiding maintenance and serice
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programs for the installed base of E and competitie brand locomoties *ith more than
:J serice facilities *orld*ide and ,JJJ locomoties under serice agreements.
22 >E? >S 7" L77M7I9E
-ull! sericed locomoties *eigh up to ?JJ,JJJ /gs.
The longest locomoties are ??.0?:.? meter.
4ocomoties aerage @. meter and =. meter in height
-ull! sericed locomoties carr! up to ?:,:JJ liters of fuel,
?,?JJ liters of lube oil and ?,JJJ liters of *ater.
The life e+pectanc! for locomoties is appro+imatel! ?J !ears depending on its
serice and maintenance schedule.
E sells locomoties to the follo*ing major railroads in 'orth #merica8 #mtra,
6urlington 'orthern Santa -e, CSU, 'orfol Southern, "nion Pacific, Canadian
'ational, Canadian Pacific, 6C ail, T-M, and -errome+. 'orth #merican freight maes up >0FJG of the Erie0built locomotie business.
2: L77M7I9E " E"GI"E S3IE >7R FS>
eneral Electric Transportation S!stems inested more than ?JJ million and si+
!ears of research and deelopment in the ne* E VEolution SeriesV diesel locomoties
(E&$).
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>igure =% GE97 L!c!m!ti1e
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>igure *% (GE97 62 ylin$er ::55 .? 6050 RM Engine)
>igure % (ir ir Interc!!ler)
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;ER-0:;ER-0:
: ME;77L7G8
The initial T po*er model as obtained *as run as the baseline data. Thereafter this
engine d!namic model *as cleaned up *ith the current data for different component3 pipe
dimensions as *ell as different parameters (lie surface roughness) and as *ell the air
leaage rates from intae s!stem and recent turbo and compressor maps *ere modeled to
come up *ith the same restriction across Compressor discharge to %ntae Manifold for
anal!sis.
The required inputs for the model are described belo*.
Engine Characteristics8 Compression ratio, firing order, configuration (&3 inline),
stroe (?3@)
C!linder geometr!8 6ore, Stroe, Connecting rod length, pin offset, piston TDC
clearance height, head bo*l geometr!, piston area 1 head area (for 2eat Transfer
model)
%ntae and E+haust s!stem8 #ll geometr!. $ther parameters lie discharge are
optional 3 can be forced.
Throttles8 Throttle location *ith discharge coefficients. -or part load applications.
9$T (9ide open Throttle) doesnNt require this parameters.
%ntae and e+haust ales8 &ale diameter, lift profile, discharge coefficients,
ale lash, s*irl coefficients (optional), tumble coefficients (optional)
Turbochargers8 Turbine and compressor maps, turbine inertia (for transient
studies), turbo performance &s engine speed maps.
#mbient state8 pressure, temperature and humidit!
-ollo*ing 9$T engine test bed data is required in alidating the model
Po*er 1 Torque
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Motoring friction po*er
#irflo*, -uel flo* 1 #3- ratio
%MEP, 6S-C, &olumetric Efficienc!
Turbocharger speed
C!linder pressure or Combustion rate
D!namic intae pressure (%nside unners)
D!namic e+haust pressure (%nside pipe3 catal!st)
%ntae and E+haust Manifold temperature and pressure (Time aeraged)
Mean temperatures at e+haust ports, entrance of tae do*n pipe
E+haust *all temperature
This model on *hich measured c!linder pressure data from engine test data,
9oschni heat transfer model, friction data as per Chen0-l!nn Model are modeled along
*ith injection profile and the flo* model together *as used to predict the heat release
rate, bsfc, airflo*, pressures and temperatures at the required engine speed and po*er.
The different factors and multipliers are judiciall! t*eaed to match the bsfc,
temperature and pressure alues at different critical locations. The same model *as
checed at different pressure drops b! inducing pressure drop b! modeling an orifice
plate after the compressor discharge point and ar!ing the coefficient of discharge similar
to ar!ing the ale for inducing the pressure drop across the s!stem as e+plained aboe
during the engine testing.
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;ER-04;ER-04
4 I"R73I7" 7 ;E 77L
The soft*are used for the project is .T Suite. %t is an engine simulation model
deeloped b! amma Technologies, Chicago that is been used e+tensiel! b! the
automotie industr! through out the *orld.
The T Suite (Po*er) flo* solution is been carried out b! time integration of the
conseration equations H%I. The integration is e+plicit, olume0b!0olume and boundar!0
b!0boundar!. This requires small time steps limited b! the Courant condition (optimi5erO
also see the equation belo*), *hich restricts the time step to a alue smaller than the time
required b! pressure and flo* to propagate across an! olume.
mcu"
tL>.J)( +
t Time step
" Minimum discreti5ed element length
u fluid elocit!c speed of sound
m time step multiplier specified b! user in the un Setup (less than equal to one)
%mplicit soler can also be used *here there is minimal *ae d!namics in the s!stem
and ma+imum Mach number in the s!stem is less than J.:. .
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Seeral pipe templates are aailable to accommodate a ariet! of geometries. The friction
multiplier, heat transfer multiplier and the pressure loss coefficients can be adjusted to get
the required results. -lo* losses due to friction are automaticall! calculated b! the code
taing into account the e!nolds number and the surface roughness of the *alls. The
friction factors are gien as belo*.
Df
Ce
=D
= 0000000000-or laminar region De W ?JJJ
?C.Je
J>.J
D
fC = 0000000000-or Turbulent region De X @JJJ
9ith transitional region in bet*een
9hen the *all is rough the flo* is not laminar and the alue of friction multiplier
is gien b! 'iuradseNs formula belo*.
?
=J E@.=?=logL?
?C.J
+
=
&D
Cfroug&
De e!nolds number based on pipe diameter
D Pipe diameter
h roughness height H'I
The pressure loss co0efficient pC is defined as
?
=
?=
?
=
V
ppCp
=
p? Total pressure at inlet inlet densit!
p= Total pressure outlet &= inlet elocit!
2eat transfer from fluids inside of pipes and flo* split to their *alls is calculated
using a heat transfer coefficient. This is calculated at each time step from the fluid
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elocit!, thermo ph!sical properties and the *all surface finish. 2eat transfer is calculated
using the Colburn analog!
):
?(
Pr?
=
= pefffg C#C& HI
Cf friction coefficient
densit!
"eff effectie elocit! outside boundar! la!er
Cp Specific heat
Pr Prandtl number
Discharge coefficients are required *hen ales, throttles, orifices etc. are
modeled. -or gases the discharge coefficients ma! be calculated using the follo*ing
formulae.
isisRDisiseff #AC#Am ==J
( ) =
rois P=
H'I
?=
=
J ==
?
=
rg PR(#
J
m Mass flo* rate
effA Effectie flo* area
is Densit! at the throat
is# %sentropic elocit! at the throat
DC Discharge coefficient
RA eference flo* area
P absolute pressure ratio (static outlet pressure 3 total inlet pressure)
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as constant
TJ upstream stagnation temperature
specific heat ratio (=.@ for air at :JJ /)
#t critical flo* (choed flo*) *here the pressure ratio=
=
?
+
r
P 1 the formula for
choed flo* become?
=
J=
?
+=
R(#is H'I
#s a consequence of momentum equation used at connection is that there is a
pressure recoer! do*nstream of an! orifice. The pressure recoer! follo*s the 6orda0
Carnot formula
== ?=
=?
=?
?
= ? A
A
A
A
u
dpCp
HI
Cp Pressure recoer! coefficient
dp Pressure recoer!
densit!
u upstream elocit!
#= upstream area
#? do*n stream area
46 M7ELI"G 7> 8LI"ER 7RS
The intae and e+haust ports into an engine c!linder can be modeled
geometricall! *ith pipes *ith special considerations on flo* coefficients and also
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considering the Y2eat conduction objectsN (*hich simulates the temperatures) to ignore
since this is more of determined b! the cooling s!stem.
42 I" 8LI"ER >L7?
Different objects (models) are aailable in selection depending on the choice for
calculating3 simulating the in c!linder flo* elocit! and turbulent intensit!. The results of
this model are further used in the heat transfer and 2eat release models. The in c!linder
flo* model breas the c!linder into multiple regions8 the central core region, the squish
region, the head recess region, and the piston cup region. #t each time step in each region
the mean radial elocit!, a+ial elocit! and s*irl elocit! are calculated taing into
account the c!linder chamber geometr!, the piston motion, and flo* rate3 s*irl3 tumble of
incoming and e+iting gases through the ales.
4: >3EL I"HEI7"
Different models are again aailable to the choice of the user. The model used for
modeling is the Y%njProfileConnN, *hich prompts the user to input the profile and quantit!
of injection. This model is generall! used *here the injection is directl! on to the c!linder
lie in the case of Diesel or in the case of direct injection gasoline
44 I" 8LI"ER 7MF3SI7"
-ie models are aailable for modeling the %n C!linder Combustion. The model
used for the stud! is an imposed combustion profile. This allo*s the user to impose a
measured burn cure. The c!linder pressure measured input into the model YEng2eatelN
*ill proide the 2eat elease rates, *hich *ill impose as the burn rate cure. There are
other sophisticated models lie YEngC!lCombD%9iebeN for imposing the combustion rate
using a three term 9iebe function or Direct %njection Diesel jet model *hich are used to
predict the '$+and soot HI, HI
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45 I" 8LI"ER ;E R"S>ER
This is modeled using the object YEngC!l2eatTrN and YEngC!lT9allN *hich allo*s
the user to choose different models lie 9oschni and user models.
4RII7" M7EL
T po*er uses the Chen0-l!nn model to calculate the engine friction, *here, -MEP
C Z P- L Pma+Z MPS- L SpeedmpZ MPSS- L Speed?mp *ith C Constant factor, P-
pea c!linder pressure factor, MPS- Mean Piston speed factor and MPSS- Mean
piston speed square factors HI
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4* I"R73I7" 7 GE97 S8SEM
The E&$ engine has an air induction s!stem (See -igure =J belo*) *ith t*o air0
filtering s!stems named the initial & filters and a fine filtering s!stem named 6agg!
filters. The clean air discharged out through the final bagg! filter is been suced into the
turbocharger compressor and this is compressed to more than three times to the initial
pressure. The heated (almost =J times the initial temperature) air due to compression is
been flo*n through a *ater based intercooler *here the heat is been considerabl! reduced
and this is again fed into an #ir to #ir based intercooler (-igureF) *here the air is again
cooled do*n.
-rom the #ir0to0#ir %ntercooler through t*o return pipes the flo* enters into the
integrated front end (%-E). -rom here the flo* feeds the manifolds (one on each side of
the ro*) to feed the c!linders on each side through intae pipe and through the ports.
The e+haust after combustion is been pushed out through the e+haust ports to e+haust
manifold and pipes. The e+haust manifolds from both sides of the engine are connected to
turbo *ith a cast transition connection and the muffler connected to the turbine sends out
the e+haust into the atmosphere through the stac.
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>igure 60% GE97 L!c!m!ti1e Engine sc#ematic
Since the intae s!stem hae lot of bend connections (flo* separation and ortices),
rough pipes (friction and pressure drop) and length it *as thought of to stud! the s!stem
in detail to anal!5e the indiidual contributions and judge *ith the bsfc reduction
opportunit! e+isting *ith reducing the intae pressure drop. %t *as also thought that the
e+haust pipes been looed up simultaneousl! to anal!se the opportunit! together.
#lso it *as decided to stud! the opportunit! bet*een the Compressor discharge and
up to manifold region *here the high pressure and flo*s are operating.
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;ER-05;ER-05
5 9LII7"
Engine tests *ere conducted at rated po*er and speed (:: 9 K=JJ rpm) *ith
the standard configuration on 4ocomotie as *ell as on the engine test beds. #ll the
required temperatures and pressures (at locations = to =?, see fig == belo*) as indicated in
the fig belo* *ere measured and used to simulate in the model. #lso the c!linderpressures and temperatures are measured. # ale indicated as Y&N *as used to ar! the
pressure drop across the compressor discharge to manifold (location : to >). The tests
*ere repeated at different pressure drops b! ar!ing the ale position and the parameters
*ere captured and recorded.
>igure 66% Engine est sc#ematic - ressure an$ temAerature measurement l!cati!ns
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The simulation bsfc alues as *ell as the test data bsfc figures are normali5ed *ith
the base as the bsfc figure at 5ero induced pressure drops.
>igure 62% "!rmalie$ sfc 9s "!rmalie$ ress r!A (est e$ $ata 9s Simulati!n Initial)
The figure (fig =?) aboe indicates the model accurac! at initial stages is matching up
to near ?JG increase in pressure drop compared to the engine test data.-or the air s!stem stud! the e+isting model *as considered not sufficient. Therefore
the model *as studied in detail and required updates from dra*ings as *ell as from the
recent performance parameters lie turbo maps as *ell as compressor maps *ere studied
in detail. The inputs are e+plained earlier.
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%t can be obsered that the model correlates at :JJG change in pressure drop
applied across the engine manifold to compressor discharge. #lso it *ill be interesting to
note that the model indicates that *ith reducing all the e+isting restriction in the intae
bet*een compressor and manifold, the ma+imum adantage e+pected is near J.?G onl!.
Test data (studied *ith different ambient temperature) also suggests the same
indicating the accurac! of the model.
ale 6% c!ntriuti!n !f $ifferent c!mA!nents in t#e air Aat#
The pressure drops across indiidual components are ealuated using the model
and the percentage contribution b! each is sho*n as aboe (Table =). %t can be obsered
that b! concentrating on improing the design of ? to : Components ([ :, [ 1 [) there
is a scope of more than JG pressure drop to *or *ith. # reduction opportunit! of ? 7
:JG on the said component *ill proide near ?JG reduction on the oerhaul pressure
drop.
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#lso combining this opportunit! *ith improing the pressure drops of %ntercoolers
b! another =JG each can proide near J.=G improement in bsfc just b! incorporating
minimal changes.
=G of bsfc equates to appro+imatel! =JJJJ liters of !earl! fuel saing to the railroad.
Since eer! drop counts een J.=G saings is reasonabl! a good saing.
The major impact of this stud! is that this T model template *ill facilitate the
improements on the huge chun of other families of locomotie engines in field as *ell
as for the locomoties, *hich are to be built in the !ears to come.
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>igure 64% G !/er GE97 Engine M!$el
Three major contributors other than the intercoolers, contributing to JZ G to the
pressure drop identified. The 9ater based Cooler to #ir Cooler connection, #ir Cooler
connection to %ntegrated -ront End 1 %ntae Manifold pipe are the three major
components. Simultaneousl! reducing the e+haust pressure *ill also hae to be looed
into considering the intae pressures 1 compression ratios.
$ne component (%ntegrated -ront End) e+hibits negatie pressure drop. This hasto be studied in detail and alidated *ith testing. This *ill be carried out *hile stud!ing
the ale timing and intae pulsation d!namics. -igure = and -igure = (simulated c!cle
time ariation) belo* indicates on ho* the pressure and temperature aries (aerage in
YredN and real time alues in YblueN) during c!cle across the different components in the
air path. The animation (real time) along *ith ale timings has to be studied in detail to
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anal!5e an! possibilit! of increasing the alread! good air trapping ratios to increase the
olumetric efficienc!. %t can be obsered that there is a huge pressure drop during the
intae. This *ill be another area of stud! in future. 2o*eer this is not considered right
no* in ie* of high cost inoled in *oring on modifications on the 2ead assembl!.
>igure 65% ressure istriuti!n fr!m c!mAress!r $isc#arge t! urine entry
(@ aJis K !mA!nents in air fl!/ Aat# 8 aJis K Aressure, 1alues n!t s#!/n)
Een though there is an opportunit! *ith fe* of the components as mentioned in
the table, onl! a percentage of this *ill be able to be reduced. This indicates that the
project has to loo into the d!namics3 pulsation part as *ell as other components in the
s!stem to achiee the =G bsfc reduction.
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>igure 6, =F), using the T
models deeloped, *hich are *ithin e+pected range (obsered during testing) for the
engine. The alues are not sho*n to aoid an! iolations.
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;ER-0=;ER-0=
= IREI7"S 7 >33RE ?7R'
-urther *or on the components identified *ith higher0pressure drops to ealuate
the reduction possible *ith indiidual C-D modeling and testing.
%mproe the T po*er model to Emission prediction and anal!5e the gas
d!namics *ith the same.
E+tend the model to other engine families and ne* engine models
Create transfer functions for Engine Prognostics
.
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* RE>ERE"ES
H=I Bohn 6 2e!*ood, R%nternal Combustion Engine -undamentals
H?I S.4. Malee, R%nternal Combustion Engine
H:I Er*in -ried 1 % E %delchi, R-lo* esistance8 # Design uide for Engineers
H@I Bohn D #nderson Br, RComputational -luid D!namics
HI T 7 Po*er, "serNs manual
HI Aoshi5ai, 'ishida 1 2iro!asu, S#EF:J=?
HI Morel T and 9ahidu55aman, -%S%T# =FF
H>I 4iengood 1 Stanit5
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""E@3RE
>igure 6=% urine MaA - ressure rati! 9s Efficiency
(Efficiencies at different PMs are indicated *ith different colors)
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>igure 6*% Simulate$ -9 $iagram
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>igure 6% Simulate$ Furn rate /it# ran. angle
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"#S$RAD
%A$EE&I&
EERI&"
R#
RAMMES
M. S. Ramaiah School #f Advanced StudiesPostgraduate Engineering ProgrammeCoventry University (UK)
Gnanagangothri Campus, New BEL Road, !R Nagar, Banga"ore#$%& &$'
e"*a+ -.%& $$./-.%& 0/1.-.%& '2$/3 4e5site httpwww3msrsas3org
2004-2005