PERFORMANCE OPTIMIZATION OF SI ENGINE USING ONE

DIMENSIONAL THERMODYNAMICS CYCLE SIMULATION

W.B.Santoso1, A. Praptijanto1, W. Kuncoro2, W.Arismunandar2,I.K.Reksowardojo2, A. Hariyanto2

1
Internal Combustion Engine Laboratory, Indonesian Institute Of Sciences (LIPI)
Jl Sangkuriang (Komplek LIPI Gd 20) Bandung 40135, Indonesia
2
Mechanical Engineering Department Bandung Institiute of Technology
Jl Ganesha 10 Bandung 40132 Indonesia

Abstract
This paper presents the result of one dimensional thermodynamic cycle simulation in optimizing the
performance of SI engine. The objective of this study is to achieve high engine power and high knock
resistance. A well known “Toyota Kijang” engine was modeled in this study. The optimized ignition
angle resulted in the increase of torque by 10% and power by 20%. The simulation results meet the
experiment result especially at high load.

Introduction
Recent technology development in the gasoline engine is focused on how to
increase power and reduce fuel consumption. Gasoline engine equipped with engine
control unit and fuel injection system will be the standard for modern vehicle. With
this control unit, gasoline engine can operate in all operation range well. Hence,
engine with lower fuel consumption, lower emission and high power can be achieved.
Ignition angle is one of parameters that influence the performance
characteristic of gasoline engine. Optimum performance can not be achieved by too
early or too late ignition angle. Instead of performance, ignition angle influences the
engine knock. Knock cause defect in the combustion chamber. Choosing the ignition
angle should consider the engine performance and knock.
Engine performance optimization can be conducted by engine testing in the
combustion engine laboratory. This testing is a complicated process, spend enough
budgets, and take a long time. Alternatively, Engine Cycle Simulation (1D) can give
the advantage for engine optimization. Simulation needs relatively simple process,
affordable budgets, take a short time, and be applied to almost SI engine type easily.
Moreover, by computer simulation, SI engine’s phenomena could be studied deeply
for further engine development.
Model Formulation
One dimensional thermodynamics cycle code, namely BOOST, was use to
perform all of the calculation in this study. The gas composition at any location is
determined by solving the conservation laws for each mass fraction. Unburned fuel,
combustion products and pure air are all considered. The combustion is modeled with
2-zone Vibe. It is assumed that cylinder is divided into two zone, burnt zone and
unburnt zone. Heat transfer is modeled with Woschni 1978 for full load and Woschni
1990 for part load. The models were applied to model a SI engine as shown in Fig 1.
The specifications and operating condition is shown in Table 1.

Fig 1. Simulation Model

Table 1 Engine specification
Bore 80,5 mm
Stroke 87,5 mm
Cylinder volume 1781 cc
Intake and exhaust maximum valve lift 5,5 mm
Intake valve diameter 39 mm
Exhaust valve diameter 36 mm
Compression ratio 8,3
Connecting rod length 132,5 mm
IVO (intake valve open) 344o
IVC (intake valve close) 592o
EVO (exhaust valve open) 130o
EVC (exhaust valve close) 248o

Result and Discussions

It is noticed that the maximum torque is achieved at a slightly rich mixture
(λ≈0.9). On the other hand, fuel economic will be achieved at a slightly lean mixture
(λ≈1.1). Considering the above parameters and the possibility to use the catalytic
converter, the optimum mixture condition will be a stoichiometric mixture (λ=1). This
mixture condition will be used for all calculations.

Effects of Start of Combustion (SOC) on Engine Performance

Combustion process is an importance role in internal combustion engine. It
starts before the end of compression stroke and terminate after the maximum cylinder
pressure achieved. Combustion is influenced by among others start of combustion.
Effect of SOC on cylinder pressure for engine running at 2800 rpm WOT is shown in
Figure 1. Earlier SOC results in higher peak cylinder pressure. The higher peak
cylinder pressure results in the bigger work but tends to knocking. The cylinder
pressure before the peak pressure is higher as well for earlier SOC.
 Fraction of burnt fuel is shown in Figure 2. This figure shows that the earlier
SOC result in higher fraction of burnt fuel before TDC.

30 BTDC 60
25 BTDC

Pressure (bar)
22 BTDC
50
20 BTDC
18 BTDC
15 BTDC 40
-5 BTDC
0 BTDC
30
motoring

20

10

0
-360 -300 -240 -180 -120 -60 0 60 120 180 240 300 360

Crank angle

Fig 1 Cylinder pressure at 2800 rpm (WOT)

1.2

30 BTDC
25 BTDC
Fraction of Burnt Fuel

22 BTDC 0.8
20 BTDC
18 BTDC
15 BTDC
0 BTDC
0.6
-5 BTDC

0.4

0.2

0
-60 -40 -20 0 20 40 60
Crank Angle

Fig 2 Fraction of burnt fuel at 2800 rpm (WOT)

Indicated mean effective pressure (IMEP) is used as a measure of engine
work. IMEP for various SOC and engine speed is shown in Figure 3. It is noticed that
each engine speed has a certain SOC angle that results an optimum IMEP. Higher
engine speed requires more advance SOC angle. At higher engine speed, combustion
process occurs more rapidly. More advance SOC angle will result a peak cylinder
pressure around TDC.

14

12

10
IMEP (bar)

4 800rpm 1500rpm 2800rpm 4800rpm 6400rpm

0
0 5 10 15 20 25 30 35 40 45
Start of Combustion (SOC)

Fig 3. IMEP – Start of Combustion

The same phenomenon can be seen on engine torque because this parameter is
derivative of IMEP and BMEP. Optimum SOC angle for IMEP will result an optimum
engine torque as well. Maximum torque given by optimum SOC angle is called
maximum brake torque (MBT). Advancement or retardation of this SOC angle

160

140

120

100
Torque (Nm)

80

60

40 800rpm 1500rpm 2800rpm 4800rpm 6400rpm

20

0
0 5 10 15 20 25 30 35 40 45
Start of Com bustion (SOC)
 Fig 5. Torque with Start Of Combustion
will deteriorate the engine torque. Higher engine speed needs earlier SOC to achieve
MBT. At 800 rpm, 2800 rpm, and 6400 rpm MBT is achieved at SOC 130, 220, and
280 ATDC respectively. In the fuel consumption point of view, the minimum break
specific fuel consumption is achieved at MBT.

Effects of Start of Combustion (SOC) on Knocking

Instead of engine performance, SOC affects engine knock resistance. Knock is
detrimental to engine efficiency, engine life, and automotive drivability. Knock
resistance is affected by in-cylinder pressure and temperature. Required minimum
octane number (RMON) is used a measure of knock resistance. RMON is minimum
fuel octane number in which knock does not occur. Higher RMON means the
possibility for knocking is higher. RMON for various of SOC and engine speed is
shown in Figure 6.

140

120

100

80
RMON

60

40

20 800rpm 1500rpm 2800rpm 4800rpm 6400rpm

0
0 5 10 15 20 25 30 35 40 45
Start of Combustion (SOC)

Figure 6 . RMON for various of SOC and engine speed

As SOC is retarded, RMON is increased and then slightly decreased. It is noticed that
higher engine speed results in lower RMON. Combustion process is faster at higher
engine speed, hence the possibility for knock is small. Mixture formation is better due
to high turbulence. This figure shows that low engine speed (800 rpm and 1500 rpm)
needs high RMON. On the other hand at high engine speed, RMON is low, and
engine can operate at MBT.
Model Approach to Standard Engine Performance
Engine simulation is conducted to approach the standard torque and power.
These standard values were provided by PT. Toyota Astra Motor. Simulation is done
by varying SOC at full load condition. SOC and RMON of standard engine were
achieved. These parameters will determine the possibility of the engine to be
optimized.

160

140
Effective torque (Nm)

120

100 simulasi
referensi
80

60

40
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

Fig 7 Standard effective torque and simulation approach

60

50

40
Power (kW)

30
simulasi
20 referensi

10

0
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

Fig 8 Standard effective power and simulation approach

 Model and standard torque and power is shown in Figure 7 and Figure 8.
Maximum effective torque is 140 Nm at 2800 rpm, while maximum effective power is
55 kW (80 PS) at 4800 rpm. SOC of standard engine for several engine speed
approached by simulation is shown in Table 2.
Table 2 Start of combustion of Toyota 7k engine standard
Rpm 800 1500 2200 2800 3600 4300 4800 5700 6400
SOC -2o 0o 8o 18o 36o 41o 46o 54o 52o
(BTDC)

It is shown that SOC for low engine speed (800 rpm and 1500 rpm) is too late.
Combustion started after the piston reached TDC. For higher engine speed (> 4000
rpm) start of combustion is earlier than that of MBT.
As previously described, SOC affects the resistance to knock. Standard SOC
of Toyota 7k engine required minimum octane number as shown in Table 3.

Table 3 Fuel RMON

Rpm 800 1500 2200 2800 3600 4300 4800 5700 6400
RMON 77,8 70,54 73,86 80,33 79,82 73,42 70,45 62,2 62,67

The highest RMON is 80.33 at 3000 rpm. This value is low enough and safe from
knocking. These two parameters, i.e. SOC and RMON indicate that the engine
operation was not optimum and it is possible to optimize the engine to achieve higher
power.

Optimization of Start of Combustion

Simulation results showed that start of combustion at the full load condition
has not optimized yet. Optimization is realized by considering engine performance
and RMON. RMON is defined as 84. This value is safe from knocking even for
“Premium” gasoline which octane number is 88.
Optimum SOC for full load condition is shown in Table 4. RMON for
optimized SOC is shown in Figure 9.

Table 4 Optimum start of combustion

Speed (rpm) SOC (BTDC)
 800 1
1300 7
1500 10
1900 12
2200 16
2800 20
3600 22
4300 22
4800 25
5700 30
6400 32

88

84

80

76
RMON

72

68

64

60
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

Fig 9. RMON as a result of optimized SOC for WOT

Engine performance after optimization is described below. Mean effective pressure at

full load condition is shown in Figure 10. It is shown that maximum BMEP move
from 2800 rpm to 1700 rpm. This is caused by the maximum volumetric efficiency at
1700 rpm. At this speed, volumetric efficiency reached the maximum value 95.15%.
Optimized maximum torque is 153.91 Nm at 1700 rpm, about 10% higher than
standard torque 140 Nm at 2800 rpm. Comparison between optimized and standard
power is shown in Figure 11. Optimized maximum power is 65 kW at 4300 rpm,
about 21% higher than standard power 53.66 kW at 4800 rpm.
 12

10

BMEP (bar) 6
optimasi model
model
4

0
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

Fig 10. BMEP after optimization

70

60

50
Power (kW)

40

30

20 opt model model

10

0
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

Fig 11. Power after optimization

Optimized specific fuel consumption showed a significant reduction especially at high

speed. Minimum BSFC was 250.95 g/kWh at 1500, compare to 251.81 g/kWh at
2800 rpm before optimization.

.
 500
450
400
350

BSFC (g/kWh)
300
250
200
150 opimasi model
100 model
50
0
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

Fig 12. BSFC after optimization

Conclusions
1. Optimization of start of combustion at full load condition results in increasing
of torque by 10% and power by 20%.
2. Optimized maximum torque was achieved at lower speed compare to that of
standard torque.
3. Simulated start of combustion at low speed (<2000 rpm) was too late compare
to optimum SOC. Optimization SOC at this speed range needs high octane
fuel.

References

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