Advertisement
/ 39 []

Internal Combustion Engine Induction Tuning - ME 468 Engine DesignProfessor...


Download Presentation

Internal Combustion Engine Induction Tuning

An Image/Link below is provided (as is) to download presentation

Download Policy: Content on the Website is provided to you AS IS for your information and personal use only and may not be sold or licensed nor shared on other sites. SlideServe reserves the right to change this policy at anytime.While downloading, If for some reason you are not able to download a presentation, the publisher may have deleted the file from their server.











- - - - - - - - - - - - - - - - - - - - - - - - - - E N D - - - - - - - - - - - - - - - - - - - - - - - - - -




Presentation Transcript


Internal combustion engine induction tuning l.jpg

Internal Combustion EngineInduction Tuning

ME 468 Engine Design

Professor Richard Hathaway

Department of Mechanical and Aeronautical Engineering


Port sizing considerations l.jpg

Port Sizing Considerations


Swept and displaced volumes l.jpg

Swept and Displaced Volumes

Inlet Port

  • Swept Volume/cylinder:

s x Ap

Vs = swept volume dB = bore diameter s = stroke

s

Note: In valve design the Volume which flows into the cylinder must equal the volume which flows through the inlet port. The velocity past the valve must then be considerably greater than the velocity in the cylinder.


Port sizing and mach index z l.jpg

Port Sizing and Mach Index (Z)

  • Mach Index is the ratio of the velocity of the gases flow area to the speed of sound

Db = cylinder bore dia.

Dp = port dia.

n = number of ports

For mean values:


Port sizing and mach index z5 l.jpg

Port Sizing and Mach Index (Z)

  • For instantaneous relationships:

s = length of stroke L = length of connecting rod

θ = crank position Cd = flow coefficient


Port sizing and mach index z6 l.jpg

Port Sizing and Mach Index (Z)

  • Speed of Sound:

    • Temperature and F/A ratio dependant

    • At Standard Temperature and Pressure

c = 1100 ft/sec

c = 340 m/sec


Port sizing and mach index z7 l.jpg

Port Sizing and Mach Index (Z)

  • Modern performance engines will use multiple inlet and exhaust valves per cylinder.

  • Many are using multiple intake runners per cylinder to improve cylinder filling over a broader range of RPM.

    • A single runner is used at lower RPM while a second runner will be opened at higher RPM.

    • The second and the combined each have their own tuning peak.


Inlet air density and performance l.jpg

Inlet Air Density and Performance


Inlet air density l.jpg

Inlet air density

  • Law of Partial Pressures:

  • If each is considered as a perfect gas


Inlet air density10 l.jpg

Inlet air density

  • Inlet Pressures and Densities:

ma = 29 mw = 18 mgas = 113

Fc = chemically correct mix

Fi = % vaporized (Fc)


Inlet air density11 l.jpg

Inlet air density

  • Inlet Pressures and Densities:

  • From Ideal Gas Law

R = 1545 ft-lb/(lbm-mole-oR)


Inlet air density12 l.jpg

Inlet air density

  • Inlet Densities:

for P in psia and T in oR


Inlet air density13 l.jpg

Inlet air density

  • Example Problem:

    • Find the change in indicated power when changing from Gasoline to Natural Gas fuels

      Assume: Pi = 14.0 psia Ti = 100oF

       = 1.2 => 20 % Rich

      h = 0.02 lbm/lbm air

GASOLINE:

F/A = 1.2 x 1/14.8 = 0.081 lbfuel/lbair

Assume fuel is 40% vaporized

(Use fuel distilation curves)


Inlet air density14 l.jpg

Inlet air density

Gasoline:

Natural gas:

F/A = 1.2 x 1/17.2 = 0.0697 lbfuel/lbair

Fuel is a gaseous fuel and is 100% vaporized


Inlet air density15 l.jpg

Inlet air density

  • NATURAL GAS:


Inlet air density16 l.jpg

Inlet air density

  • NATURAL GAS:

  • INDICATED POWER RATIO:


Inlet air density17 l.jpg

Inlet air density

  • Indicated power ratio:

The above indicates an approximate 10% loss in power output by changing to the gaseous fuel.


Inlet air density18 l.jpg

Inlet air density

Note: Gasoline performance decreases more rapidly with increasing temperature.


Acoustic modeling l.jpg

ACOUSTIC MODELING


Induction system comparisons l.jpg

Induction System Comparisons

Courtesy: Dan Butts, Derek Harris, Chris Brockman, Tiffany Dickinson


Acoustic modeling21 l.jpg

Acoustic Modeling

  • Closed Ended Organ Pipe:


Acoustic modeling22 l.jpg

Acoustic Modeling

  • Closed Ended Organ Pipe:


Acoustic modeling23 l.jpg

Acoustic Modeling

Helmholtz Resonator:


Build considerations l.jpg

Build Considerations

  • Variable Length Runners for RPM matching

  • Materials Selection Criteria:

    • Weight, Fabrication, Surface Finish, Heat Isolation

  • Intake placement

    • Isolate from heat sources (Engine, Exhaust, Radiator, Pavement)

  • Fuel Injector Placement

Courtesy: Dan Butts, Derek Harris, Chris Brockman, Tiffany Dickinson


Acoustic modeling25 l.jpg

Acoustic Modeling

Induction System Model


Multiple stack with pressure box l.jpg

Multiple Stack with pressure box

Courtesy: Dan Butts, Derek Harris, Chris Brockman, Tiffany Dickinson


Acoustic modeling27 l.jpg

Acoustic Modeling

  • For a single degree of freedom system

A1 = Average Area of Runner and PortL1 = LPort + Lrunner

K1 = 77 (English)K1 = 642 (Metric)

C = Speed of Sound


Individual throttle body with plenum l.jpg

Individual Throttle Body with Plenum

Courtesy: Dan Butts, Derek Harris, Chris Brockman, Tiffany Dickinson


Helmholtz tuning l.jpg

Helmholtz Tuning

  • Writing Clearance Volume in Terms of Compression Ratio:

  • The Primary Volume is considered to be the Cylinder Volume with the Piston at mid-stroke (effective volume).


Helmholtz tuning30 l.jpg

Helmholtz Tuning

  • The tuning peak will occur when the natural Helmholtz resonance of the cylinder and runner is about twice the piston frequency.

Volume (V1) = Cylinder Volume

Volume (V2) = Volume in the path from V1 to the Plenum

Using Engelman's electrical analogy we can define the system as a system defined by capacitances and inductances.


Helmholtz tuning31 l.jpg

Helmholtz Tuning

  • The EFFECTIVE INDUCTANCE for a pipe with different cross-sections may be defined as the sum of inductances of each section.

The INDUCTANCE RATIO (a) is defined as the ratio of the secondary inductance to the primary inductance.


Helmholtz tuning32 l.jpg

Helmholtz Tuning

  • INDUCTANCE RATIO (a)

  • The CAPACITANCE RATIO (b) is defined as the ratio of the Secondary Volume to the Primary Volume.

V2 = Secondary Volume

= Volume of Intake Runners that are ineffective (n-1)


Helmholtz tuning33 l.jpg

Helmholtz Tuning

  • Calculate the Separate Inductances:

  • Determine the Inductance Ratio (a)


Helmholtz tuning34 l.jpg

Helmholtz Tuning

  • Determine the Capacitance Ratio (b)

  • Determine the Induction system Resonances

(IND)1 = Inductance of the primary length

(IND)1 = Iport + Irunner


Helmholtz tuning35 l.jpg

Helmholtz Tuning

  • Determine the Primary Resonance:

  • Determine the Frequency Ratios:

  • Determine the Tuning Peak:

A1 = Average Area of Runner and PortL1 = LPort + Lrunner

K1 = 77 (English)K1 = 642 (Metric)

C = Speed of Sound


Helmholtz tuning36 l.jpg

Helmholtz Tuning

  • Intake Tuning Peaks become:


Helmholtz tuning37 l.jpg

Helmholtz Tuning

  • A combined equation is possible indicating it’s 2nd order


David visard s rule of thumb equations l.jpg

David Visard’s “Rule of thumb” Equations

  • Using Visard's Equation for Runner Length

    • 1. Starting point of 7 inches for 10,000 RPM

    • 2. Add length of 1.7 inches for each 1000 RPM less

Using Visard's Equation for Runner Diameter


The end l.jpg

The End

Thank You!