Analysis of Intake and Exhaust Air System of GEVO for Bsfc Reduction

7/25/2019 Analysis of Intake and Exhaust Air System of GEVO for Bsfc Reduction

1/54

M.S Ramaiah School of Advanced Studies Postgraduate Engineering Programmes (PEPs)

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)

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction


2/54


Gnanagangothri Campus, New BEL Road, !R Nagar, Banga"ore#$%& &$'e"*a+ -.%& $$./-.%& 0/1.-.%& '2$/3 4e5site httpwww3msrsas3org

2004-2005

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductionii


3/54

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)


Analysis of Intake and Exhaust Air System of GEVO for bsfc reductioniii


4/54


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!.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductioni


5/54


"ame !f t#e Stu$ent%"ame !f t#e Stu$ent% Man!& 'umar Man!& 'umar

Signature%Signature%

ate%ate% 2*++20052*++2005



6/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductioni


7/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductionii


8/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductioniii


9/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductioni+


10/54


ale !f !ntents

Title Page ;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;.i

Certificate ;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;ii

Declaration ;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;.iii

#cno*ledgement;;;;;;;;;;;;;;;;;;;;;;.;;;.;;.i

#bstract;;;;;;;;;;;;;;;;;;;;;;;;;;;;;..;;..

#bbreiation;;;;;;;;;;;;;;;;;;;;;;;;.;;;.;;.i


11/54


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..............................................................:

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction+iii


14/54


;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



15/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?


16/54


>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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction:


17/54


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.


18/54


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 .



19/54


>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*



20/54


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.



21/54


>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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction>


22/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reductionF


23/54


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)

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=J


24/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction==


25/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=?


26/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=:


27/54


;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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=@


28/54


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&$).

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=


29/54


>igure =% GE97 L!c!m!ti1e



30/54


>igure *% (GE97 62 ylin$er ::55 .? 6050 RM Engine)

>igure % (ir ir Interc!!ler)



31/54


;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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=>


32/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction=F


33/54


;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.:. .

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?J


34/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?=


35/54


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)

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction??


36/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?:


37/54


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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?@


38/54


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



39/54


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.



40/54


>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.



41/54


;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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?>


42/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction?F


43/54


;ER-0


44/54


%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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction:=


45/54


#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.


46/54


>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

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction::


47/54


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.

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction:@


48/54


>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.



49/54


;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

.



50/54


* 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



51/54


""E@3RE

>igure 6=% urine MaA - ressure rati! 9s Efficiency

(Efficiencies at different PMs are indicated *ith different colors)

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction:>


52/54


>igure 6*% Simulate$ -9 $iagram

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction:F


53/54


>igure 6% Simulate$ Furn rate /it# ran. angle

Analysis of Intake and Exhaust Air System of GEVO for bsfc reduction@J


54/54

"#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

Analysis of Intake and Exhaust Air System of GEVO for Bsfc Reduction

Documents

Transcript of Analysis of Intake and Exhaust Air System of GEVO for Bsfc Reduction