2005-26-312 Computer Simulation of Combustion Characteristics of MPFI Engine J Nanmugavel Department of Automobile Engineering, Sri Ram Engineering College, Chennai, India M Kumaresan Department of Automobile Engineering, SACS MAVMM Engineering College, Madurai, India G Devaradjane Department of Automobile Engineering, M.1.T., Anna University, Chennai, India Copyright © 2005 Socioty of Automotive Engineers, Inc. ABSTRACT Most of the current fue! supply specifications, including the key parameters in the fuel control strategies, are experimentally determined. Since the complexity of fuel flow behavior inside the intake manifold is still not quantitatively understood the objective of this study is to evaluate the performance characteristics of Multi Point Fuel Injected (MPF!) SI engine using computer ‘simulation. This paper describes a complete model of the intake port, taking into account physical evaluation of three phases in a bi-dimensional geometry. Back flow of hot burned gases, droplet trajectories, droplet evaporation and airflow has been developed to gain a better understanding of the fuel flow behavior within the intake manifold, which may help to determine the fuel supply specifications in a Multi Point Injection system. A mathematical mode! is developed to synthesis a pressure diagram from the engine geometry and the air fuel mixture strength. A program code to evaluate the performance characteristics of the Multi Point Fuel Injected engine is developed. This code predicts the heat release, pressure, power, torque and efficiency developed inside the combustion chamber for various operating parameters. The program for this model consists of two main programs, which are written, in C. language. The results obtained from the simulation conform to the existing trend. INTRODUCTION The quest for increasing the efficiency of an internal combustion engine has been going on ever since the invention of this reliable work horse of the automotive world. In recent times, much attention has been focused fon achieving this goal by using injection rather than ‘carburetion in S.I engine. In trying to keep up with ‘emissions and fuel efficiency laws, the fuel system used in modem cars has changed a lot over the years. The 1990 Subaruv Justy was the last car sold in the United States to have a carburetor, the following modal year, the Justy had fuel injection. But fuel injection has. been around since the 1950s, and electronic fuel injection used widely on European cars starting around 1980, Now all cars sold in the United States have fuel injection system, In the past few years, many changes have occurred in the design of fuel injection. One change is to use fuel injection rather than carburetion to mix the fuel. Fuel injection has always been used in diesel engines. It has been used on Gasoline engines for several years now. The reason for using fuel injection is to control the AirFuel ratio of the engine more precisely. There are two types of fuel injection systems are used in engines. There are Throttle body injection and Port fuel injection. In port fuel injection systems, fuel injectors are mounted at the back of each intake valve. Port fuel injection systems use one injector at each cylinder. The fuel is injected directly in to the port before the intake valve. Where they can inject a fine, atomized fuel mist as close as possible to the intake valve. In a port fuel injection system, air and fuel are mixed right outside the ‘combustion chamber. In mutti port injection systems, the injectors are arranged together in pairs or groups, and these pairs or groups of injectors are turred on at the same time. When the injectors are split in to two groups, the groups are fired alternatively, with one group firing during each engine revolution. According to Euro norms instead of carburetor, multipoint fuel injection is best method to give more uniform fuel-air mixture to each cylinder. This leads to effective utilization of fuel supplied and hence low emission level. Any new method to be introduced should be evaluated from the aspects of performance, economy, safety, cost and finally emissions. So the present work aims at analyzing the performance of S.I engine, with multipoint fuel injection using simulation method.DEVELOPED MODEL The main aim of this model is to find Pressure and ‘Temperature for every crank angle degree so that we can find the performance of the engine with relative ease. The following model will aim to do that: ‘This chapter relates to port fuel injection system. In the present multipoint injection engine, as fuel is injected in to the intake port by the fuel injector, it breaks up into fuel vapour and liquid fuel droplets. Some small dropiets suspended in the air stream enters the combustion with the fuel vapour and air stream. The remainders of the {uel dfoplets are deposited on the intake port wall. There fore, the flow inside the intake manifold can be characterized in two phases: 1. Fuel entering the cylinder in vapour form. (air and fuel vapour) 2. Fuel condensation on the intake port wall. (droplet Population) MODEL OF PORT FUEL INJECTION SYSTEM where Mm Fuel injected into the inlet port. Mee Fuel flow directly flow into the cylinder. mg Depositing fuel flow. m, Fuel flow from evaporation. my Fuel mass deposited on the wall of the inlet port. Moa Resulting fuel flow into the cylinder.(m, ar + m.) ‘The airflow to the engine is expressed by the equation mair~ Paty st!? (ko!s) a ‘The fuel injected into the inlet port can be expressed 2 at29¢ Ty 8 ayy ® q B The resulting fuel flow into the engine cylinder can be expressed c mfou™ ‘ -c) (J m pain (KOS) 3) The amount of fuel injected per cylinder per cycle is: elem ‘The aspirated air for one cylinder per cycle is more . number of cylinder of the engine. m fain Factor 2 = air is combusted only every second cycle in the four-stroke process. By using the above equation the air-fuel ratio can be calculated by the equation below, MP = mal my 6) The main aim of this model is to find Pressure and ‘Temperature for every crank angle degree so that we can find the performance of the engine with relative ease. The following model will aim to do that: ADIABATIC COMPRESSION PROCESS: Before we proceed to calculate the Pressure and ‘Temperature for every crank angle, we have to calculate the temperature drop in the intake manifold from the initial temperature, Since we are introducing the intake process, we should be in a position to calculate the intake manifold temperature. As the fuel evaporates, it takes the latent heat of vaporization from air and therefore the air temperature drops. Hence the fuel-air mixture will be at a lower temperature, T, which is called the manifold temperature. The manifold temperature, T,, will be the difference between the ambient temperatures, T, and the temperature drop due to fuel vaporization AT. Hence, hig (AFC pa + Cy co)Once we calculate the temperature drop, the initial temperature will be, T,=T,-AaT 8) Therefore initial pressure "and initial temperature ‘Then the step-by-step calculation of Temperature and Pressure can be carried out using the following formulae: _ SEs Pes He CE) @ (10) (10) (11) (12) (13) ADIABATIC COMBUSTION PROCESS The calculation procedure for the combustion process siarts with the trapped mass of fuel, air and residuals The pressures and temperatures in the compression stroke are then calculated, using the first law, until the nominal spark time, when the combustion period is said to commence. The calculation then proceeds in three phases. Firstly, the initiation of combustion then the sub- division of the combustion chamber into two zones separated by a spherical flame front and finally, a single zone encompassing the whole of the combustion chamber. To initiate combustion, a unit mass of the cylinder contents is considered to turn at constant volume. The internal energy of the initial reactants is set equal to the internal energy of the procucts and the temperature of the products computed in te same manner in the ideal cycle. From the unburned mixture temperature t, and the products temperature ty, the laminar flame speed u is calculated from kueh!’s expression or some similar equation, Kueh''s expression is, 1.087+10° . P Gey” where p is the pressure in inches of mercury and the temperatures are in *k. 0.0987 crys (ay ‘The turbulent flame speed is then calculated from U, =f *U, where fis flame factor. The radius of the burnt zone rr, U,*Aa 360*N ‘The corresponding volume of the burnt mixture is, (15) ae 3 For ination of combustion Vp is set equal to 0.1% of the total cylinder volume Ve. If Vp is less than tis value, ‘combustion is said not to have been initiated. Hence the delay period is (8) aan = ("}e o01sv,)s (19) To inate the two-2one calculation, the temperatures in the burnt and unburnt zones must be adjusted to ensure uniform pressure dstabuton inthe cylinder, We wil use subsorpis u and to represent the inal valuos and subscripts ul and bp to represent the final values forthe Uunbumt and burnt zone pressures and tomporatures, respectively, The procedure is as follows: aunt mass of the cylinder contents is considered .The temperature T, is caleulated from th fst law, allowing for te heat loss and dissociation trom the inal pressure and temperature of the unbumt mixture P, and T,. This will give a second pressure Py fr the burt gases from the expression, P, M,T, ai 17) “T. 7)