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https://ntrs.nasa.gov/search.jsp?R=19840006923 2018-05-11T19:32:20+00:00Z
f n

I

DOE/NASA/0301-1

NASA CR-168299

ADL 88683

CATALOG GP SELECTED

HEAVY DUTY TRANSPORT

ENERGY MANAGEMENT MODELS

Ralph G. Colello

Ashok B. Boghani

Nancy C. Gardella

Philip G. Gott

W. David Lee

Edward G. Pollak

William P. Teagan

Richard G. Thomas

Carla M. Snyder

Robert P, Wilson, Jr.

Arthur D. Little, Inc.

3- + "1O

J44 8A

RECEIVED

WOO

November 1983

Prepared for

NATIONAL AERONAUTICS AND SPACE ADMINISTPATION

Lewis Research Center

Under Contract DEN3-301

(NASA-CR-168299) CATALOG CF SELECTED HEAVY

DUTY TRANSPORT ENERGY NANAGEEEnT MODELS

Contractor Report, Dec, 1982 - Nov.. 1983

QLattle (Arthur D.•) o IDC-) 277 F

CSCL 13F G3/85 for HC A17/NF A01

U.S. DEPARTMENT OF ENERGY

Conservation and Renewable Energy

Office ®f Vehicle and Engine r, D

N84-14SSI

unclas

44765
DOE/NASA/0301-1

NASA CR-153299

ADL 55553

CATALOG OF SELECTED HEAVY DUTY

TRANSPORT ENERGY MANAGEMENT MODELS

Ralph G. Colello

Ashok S. Boghani

Nancy C. Gardella

Philip G. Gott

W. David Lee

Edward G. Pollak

William P. Teagan

Richard G. Thomas

Carla M. Snyder

Robert P. Wilson, Jr.

Arthur 0. Little, inc.

November 1933

Prepared for

National Aeronautics and Space Administration

Lewis Research Center

Cleveland, Ohio 44135

Under Contract DEN3-301

for

U.S. DEPARTMENT OF ENERGY

Conservation and Renewable Energy

Office of Vehicle and Engine R&D

Washington, D.C. 20545

Under Interagency Agreement DE-A101-BOCS50194
i

TABLE OF CONTENTS

Page 1-1 1.0 INTRODUCTION

1-1 1.1 Program Objectives

1-2 1.2 Description of Catalog Contents

1-2 1.3 Completeness and Future Updating

1-2 1.4 Catalog Format and Definitions

2-1 2.0 SUMMARY GUIDE TO THE CATALOG

3-1 3.0 MODEL CATALOG

4-1 4.0 INDEXES

4-2 4.1 Model Category Index

e

i

f:

4-7 4.2 Organizational Author Index

I.

^yy

E

'i

t

F
1.0 INTRODUCTION

1.1 Program Objecti.es

Sponsor This document presents a catalog of energy

management models for heavy duty transport systems

powered by diesel engines. The catalog was

prepared under contract with NASA-Lewis Research

Center (LeRC) as part of a program to survey,

catalog and assess the major models currently used

in the transportation industry.

Objective The overall program objective was to aid NASA-LeRC

in determining the most suitable models available

for NASA to acquire, :dept and utilize for their

specific analytical needs.

Scope The scope of the energy management models included

in this effort include:

e Heavy Duty Transport Systems

- Highway Transport (vehicle simulation)

- Marine Transport (ship simulation) y

- Rail Transport (locomotive simulation)

- Pipeline Transport (pumping station

simulation)

® Heavy Duty Diesel Engines

- Models that Match the Intake/Exhaust

System to the Engine

- Fuel Efficiency

- Emissions

- Combustion Chamber Shape

- Fuel Injection System

- Heat Transfer

- Intake/Exhaust System

- Operating Performance

- Waste Heat Utilization Devices

- turbocharger

- bottoming cycle

Time Frame This catalog is a result of work performed in the

time period from December 1982 to September 1983.

' s

N

i
1-2

4 

1.2 Description of Catalog

Contents

Major Purpose The wain purpose of this catalog is to present

detailed, comparable and structured information on

major computer models used in the heavy-duty

transport area related to diesel engines.

Contents of Chapter 1.0 of this volume contains the background

Each Chapter information on this project and the description of

how the catalog is organized. Chapter 2.0 contains

summary tables to be used as guides to rapidly

access the models of interest. Chapter 3.0

contains the detailed individual model descriptions

in common formats organized by category and access

number. Chapter 4.0 is an index by model category

and by organization that sponsored the model

development.

1.3 Completeness and

Future Updating

Researching the Although this program involved a comprehensive

World Models search of data bases, libraries, personal industry

government and university contacts, it is possible

that some references and models may remain

undiscovered or uncataloged. Some of the model

descriptions may be incomplete or contain

inaccuracies due to unavailability of up-to-date

documentation or original model authors/users.

Updating With the possibility of continually updating and

expanding our computer files containing the catalog

model descriptions and references, any references

regarding new or overlooked models or information

would be welcomed by the authors.

1.4 Catalog Format and The final set of information entries that were

Definitions researched for each major model description are

listed below. These entries are grouped so that

entry descriptions of similar or related types of

information would be easily referenced. The

definition of the intended information for each

entry follows:
rFw^__ -

Title The model name refers to the commonly recognized

name of the model if it has one. Otherwise, the

name of the report in which the model is presented

or the organization that developed the model

Date When was the model completed and when did updates

occur (if any)?

Authors Who are the primary individuals that developed the

model?

Organization What organization or group developed the model?

Sponsor What organization or groups provided funding for

the development?

Transportation Mode Highway, Rail, Marine or Pipeline.

Application Military or civilian.

Objective The objective of the model is the purpose for which

the model was developed. This often includes the

parameters which are analyzed in the model.

References Papers, articles, manuals or other documents which

describe the model or results of analysis on the

model.

Relationship to Is there any relationship between this model and

Other Models other mcdels? For example, is this a submodel or

part of a family of models?

History of Model What is the history of this model? For example, is

this a second generation model based on an earlier,

less sophisticated version?

Operational What is the model's range of capabilities for

Capabilities a primary output calculations,

• steady-state, quasi-steady-state, or

transient operation

• ability to vary design factors of interest.

Assumptions What are the major assumptions that the model is

founded upon?

Limitations What are the limitations or shortcomings of the

current model and the comparison with other similar

models?

1-3
Data Input What data or parameters are required as givens or

Requirements input to the model? For example, are engine maps

required or the data from operating an actual

engine.

Advantages What advantages does this model have compared to

other models with similar objectives and output?

Validation What is the validation status of this model?

Future Potential

Availability

What is the computer hardware systems that have

been or are presently used for processing this

model? What language is the model code written in?

What is the average cost per run of operating this

model on the current hardware referred to in

previous entry?

What future modifications or changes are planned

for this model?

What is the availabilit •r of this model for

NASA-Lewis Research Center use or purchase?

Computing

Requirements

Cost of Operation

1-4
2.0 SUMMARY GUIDE TO THE CATALOG

Type of Summary Tables. As stated previously, this document presents a

catalog of energy management models for heavy duty

transport systems powered by diesel engines. The

chapter that follows summnrizes key features of

these models in order to assist the reader in

ascertaining those models of primary interest.

First, the models are summarized according to

application and transportation mode as follows:

• Table 2.1 - Applications of Heavy Duty

Diesel Engine Models.

• Table 2.1 - Models by Transportation Mode

From these two tables the reader can select the

category of interest. Models are summarized in

more detail within categories in the following

tables:

2.3.1 Heavy Duty Transport Systems

2.3.1.1 Highway Vehicle Models

2.3.1.2 Marine Models

2.3.1.3 Rail Models

2.3.2 Heavy Duty Diesel Engine Models

2.3.2.1 Models that Match the Intake/Exhaust

System to the Engine

2.3.2.2 Fuel Efficiency Models

2.3.2.3 Emission Models

2.3.2.4 Combustion Chamber Shape Models

2.3.2.5 Fuel Injection System Models

2.3.2.6 Heat Transfer Models

2.3.2.7 Intake/Exhaust System Models

2.3.2.8 Operating Performance Models

2.3.2.9 Bottoming Cycle Models

2.3.2.10 Turbocharging Models

2-1
Description of Tables. If one is interested in knowing which engine models

have been developed for a particular functional

application, Table 2.1 is a summary of the heavy

duty diesel engine models by type of application.

For each application, the scope is defined and the

model title. organization and location in Chapter 3

is cited. For those interested in quickly

ascertaining which models apply to a particular

mode(s) of transportation, or those modes that are

applicable to all models, Table 2.2 summarizes the

models Including title, organization and location

in Chapter 3. Using either of these tables

provides a group of two or more potentially

interesting models. In order to select the

appropriate model(s) for one's needs, the user can

either read each of the m,>del descriptions in

detai l in Chapter 3 or utilize the categorical

summaries provided in Tables 2.3. Used as

described below, these tables should enable the

user to quickly ascertain the models) most likely

to meet the particular needs and constraints of a

given situation.

Selection of Model.(s) from Model selection is highly dependent upon user

the Tables. constraints, such as: knowledge of computer

programs, individual requirements (i.e., level of

complexity), and facilities available for work.

potential user should ask the following questions

In order to choose the appropriate program from

Tables 2.3.

1. What issue am I interested in?

2. Does the program application meet my needs?

3. Is the annotated computer hardware system

comparable to my own?

4. Can I operate the model within my budgetary

constraints?

5. Has the model been sufficiently validated

and documented? If not, will I be able to

obtain assistance from the author(s)?

Hardware compatibility. The third question is particularly important for

determining the ease of using or adapting a

program. For example, each program has been run on

a particular type of computer system. Although

software can be run on any system, some changes

might be required in order to achieve operational

performance on an alternative system. In addition,

the cost of operation is frequently a concern among

potential users. Therefore, the hardware has been

described and cost estimates provided wherever

possible.

2-2

Stilt

V
The remaining details in the

tables are provided for user

convenience in model

selection.

The access and page numbers are provided in the

first column of the tables to assist the user in

locating the more detailed information on the

select=d model(s) elsewhere in this document. The

authot and associated organization are also

identified. The author(v) caiâ be contacted in

order to ascertain additional details W th respect

to recent updates, availability or the type and

status of its validation, if any. The term

"validation" as used in the following tables, is

meant to imply that the model results have been

favorably compared to experimentdl data. More

complete details on the validation techniques are

discussed in the individual summaries.

Concluding Remarks, Finally, the reader should note that these tables

serve merely as a summary guide to the catalog that

follows; they are a tool for quickly assessing

those models of primary interest. Detailed model

descriptions can he found in Chapter 3, beginning

on the page cited in the tables.

2-3
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OF POOR QUALM

TABLE 2.3.1.1; HIGHWAY VEHICLE MODELS

ACCESS Nu, gODELHA7d ORGANIZATION Auff-HuffiTsT APPLICATION

H-0002-77 Heavy Vehicle U.S. Department of E. With3ock o Civilian pp. 3-3 Simulation Tranaportatlon S. Noffat a Simulation of fuel (HEVSIN) A. Mallfario economy over a

Sivon driving

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H-0010-78 Truck Computer Intonational Many o Military and

pp. 3-17 Analyoio of Dorveator Croup (IN) civilian Performance and m eoloo promotion of Economy MAPS) IH trucka

H-0026-80 A Simplified Program United Tachnologloe L.E. Greenwald o Civilian, but pp. 3-31 for Evaluating Dieeel Reocarch Center applicable to Truck Performance military

o To old In the

proceaoeo of

drlveline

oeleetion, engine

ofeing and

parametric

evaluation of

driving cycle

economy

H-0025-81 THURSIM International P. L. at al. , o Military and pp. 3-35 Harveeter Group (IN) civilian

o Internal

engineering

onalyefa and

development

PRECEDING PAGE BLANK NOT FOLUED

2-26
ORIGINAL PAGE 93

OF POOR QUALITY

ADVANTAGES AVAILABILITY RARDNARS COST OF OPEUATInN VALIDATION DOCUMENTATION

o Flexibility In I/O Yea - no ehar0e DEC 10, 915 Not stated Extensive

parameters DEC 20,

IBM

• Easy to one no a o Not available DEC

sales promotion outside IN

tool o Customer

access to

available at

no charae

• Easy to use Yee; cost is Univac

• Simple Input user application 1100/81A

• Rapid turnaround dependent

• Graphical output

Proprietary Yea Yea

J sec/run Currently None

underway

o Extremely flexible a Proprietary IBM or DEC Proprietary Yea Proprietary

2-27
®RBPBNAL PAGE 93

OF POOR QUALRY

ACCESS H0. MODEL NAME ORGANIZATION AUTHOR 8 APPLICATION

H-0001-72 General Purpose General Motors William C. Haters o Civilian

pp . 3-1 Automobile Vehicle Corporation o Computes operating

Performance and enditiona of the

Economy Simulator ••nglne,

(GPSIM) r:anamisolon and

• ehlcle porformance

and economy

N-0003-81 Dynamic Model Ford Company Galosh; Bresor; o Civilian

pp. 3-9 Bush; Ferguoon; a Simulates the

Tablet dynamic behavior of

the total vehicle

system

H-0004-81 Tooting Operations Ford Motor Co. Not stated s Civilian

pp. 3-11 Fuel Economy a Evaluation of fuel

Program cud performance

(TOPED) effects of paver

train changes

H-0005-78 Automotive USDOT/TSC E. M. Hith,)eck a Civilian

pp. 3-13 Simulator o A too for

(ASIM) automotive fuel

economy evaluation

H-0012-81 Hybrid a Electric Boeing Computer I:ammond; McGehee o Civilian

pp. 3-21 Advanced Vehicle Services Co. o Evaluates electric

Systems (HEAVY) and hybrid vehicle

Simulation propulsion oystems

F

E ^-

2-2a
OPICI IAL PAGr 6s

OF POOR QUALMY

ADVANTAGES AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

a Can simulate a Proprietary IBM 760/65 Depends on type Limited Yea

large variety of and degree of

vehicles simulation

• Useful for design Proprietary, but DEC 2050 9 sec of computer Yes Extensive

and analysis of possibly time for 1 second

electronic engine available of vehicle system

control systems operation

• Useful in all Proprietary Honeywell or Less than Some Some

phases of power- DEC 1 minute CPU

train optimiaatien

• Rapid execution Yee Not stated Not stated Not stated Same

• Easy operation

• Simple to use Yea CDC Cybder Minimal Some Extensive

• Built in system (Approximately

components, $I per run)

description and

operational

descriptions

2-29

9W d
ORK YNAY- PAGE US

OF POOR n' 141. ITY

ACCESS N0. MODEL NAME ORGANIZATION AUTHOR(S) APPLICATION

H-0009-76 Vehicle Mission Cummins Engine Co. D.A. Rlokkango o Civilian

pp. 3-13 Simulation a Providea truck

(VMS) performance

information

H-0013-78 Transient System General Motors Alan Dohnor o Civilian

pp. 3-25 Optimisation Research o Optimication of

(TSO) Laboratory fuel economy by

accounting for

various

phenomena

H-0018-79 Wool Urban USDDT/TSC G. Lorene; o Civilian

pp. 3-27 BUD Simulation H. Zuckarborg a Aeoeaeen the

Program performance and

fuel consumption of

bueea under various

operating

conditions

H-0023-

pp. 3-29

D. Normloy;

J. Nye;

J. Rife

DSLSIM

(Diesel Engine

Control Syetemo

Computer

Simulation

Model)

Maonachuaetto

Institute of

Technology;

Department of

Mechanical

Engineering

• Civilian

• Definee control

oyotem

configurations

• Identifion

performance

characteristics

pm.

a
ORINVAL pf,.GI: PS

OF POOR QUAL17Y

ADVANTAGES AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

• Can be used by Proprietary Honeywell DIVE Leas than 10 Yoe Yea

truck operators to CP/6 minutes cpu time

choose options for needed/run

particular routes

• Considers transient Proprietary Not stated Not stated Some Some

system operation

• Can utilize test

date

• Straightforward Yee Graphic output Not stated Good Some

available

Nodal 66)

Caltony Platter

• output available Proprietary VAX Not stated Some None

In different

representations

2-31
ORIGINAL PAGE 19

OF POOR QUALITY

TABLE 2.3.1.21 MARINE MODELS

ACCESS NO. MODEL MAKE ORGANIZATION AUTHOR (S) APPLICATION ADVANTAGES

M-0001-68 USCG Icabreokor U.S. Coast Guard Lt. J. N. Lewis, o Military and o A wide vArfaty

pp. 3-41 Propulsion System Headquarters, LCDR Locaurt Civilian of dicae'.-

Simulation, Office of P. H. Scoville a Icebreakers electric

Program Engineering, o Ice- systems can be

NO. W-I1 Icebreaker Strengthoned simulated

Dooign Branch Cargo and

Sorvice Ships

M-0002 A Method of University of M. Grohn, o Military and o As a design

pp. 3-43 Predicting the Hannover Prof. Dr. Grath Civilian tool

Speed Reduction o Modium Speed,

of Turbocharged 4-Cycle, marine

Marina Diesel diesels loaded

Engines by a fined

propeller

14-0004-81 Applied Computer Y-ARD Ltd., R. W. McTavish a Military and a Different

pp. 3-45 Simulation in Glasgow Civilian cosponant

Marine o Design characteristics Engineering evaluation for can be inverted Clutch a CODOG Ship

Maneuvering with

Assessment controllable

pitch

propellers

M-0006-78 Analysis of PPR Engineering J. Puke; o Military and o Permits 

pp. 3-47 Shipboard Energy Systems T. Rotenman; Civilian substitution Systems J. Pundyk o Fuel of reporting - consumption arrangements

rote and profiles f 

comparisons

2^32
ORIGINAL F'TU.:^' is

OF POOR QUALITY

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

• Yea ISM 1130 Proportional to Yea Yea

length of

manouvor and time

stops used

• Yon Not stated Not stated Yes Yoe

o Proprietary Nat given Not stated Some Some

o Yee Not given Not given Some Some

2-33
ORIGINAL PAGE 18

OF (POOR QUALITY

TABLE 2.3.1.2: MARINE MODELS

ACCESS NO. MODEL NAME ORGANIZATION AUTHOR 8 APPLICATION ADVANTAGRB

M-0007 Syetematic University of R. V. Thompson a Military and o A wide variety pp. 3-49 Design of Newcastle Civilian of oyotoms can Marine o Comparison of be simulated

Population alternative

System arrangements

for o

opecialleod

mine swooping

with distinct

operating madoo

M-0008-70 Selection and Lips, N. V., C. Pronh o Military and a Provides

pp. 3-51 Simulation of Drunen, Civilian parforoonco Marine Holland o Diesel englnee predictions Propulsion driving merino during the Control Systems controllable design phase

pitch of mine

propellers propulsion

systems

M-0009-73 Computer Aided MIT R. I. Newton o Military and o Simplicity pp. 3-53 Marine Power Civilian o Approach to Plant Selection o Merchant Type with chip as

Ships a whole

2-34

[ r

r ..

t

Vim'
CV

ORI NA PAG%" iJ

OF POOR QUi2UTY

AVAILABILITY HARDWARE COST OP OPERATION VALIDATION DOCUMENTATION

o Proprietary Not given Not given Some Some

o Proprietary IBM 1170 Not given No Yoe

o Proprietary IBM 370/165 Not g!»n Yea Yon

2-35

r - 
v

®RIQINAL PACE rS

C9 POOR QUALAT-Y

TABLE. 2.3.1.3: RAIL MODELS

ACCESS NO. MODEL NAME ORGANIZATION AUTHOR (S) APPLICATION ADVANTAGES

L-0002-78 The US DOT/TSC DOT/TSC M.S. Hotel o Civilian o Useful for

pp. 3-55 Train o Simulation of planning

Performance train over a train

Simulator (TPS) railroad route operations

over a

particular

route

o Simple to use

o Modifications

easy

L-0005-51 Freight train MITRE J. D. Muhlenberg o Civilian o Incorporates

pp. 3-63 Fuel Consumption a Calculation of information

Program fuel on moat

consumption of coomnly used

a freight railcars and

train lasso

o Easy to use

and modify

L-0009-77 The Carnegie- S.N. Talubdor a Civilian o Detailed

pp. 3-67 Transportation Mellon and R.A. Ober o Prediction of modeling

Energy Model. University energy capabilities

Carnegie- consumption o Plenibility

Mellon for diesel and in modifying

electric parts of

Favored trains program

1, r

Fs

5

c>

2-36
0

OR c,.t^,AL FI Gk 6S

OF POOR QUALITY

AVAILABILITY HARDWARE COST OP OPERATION VALIDATION DOCUMENTATION

Yea DEC 10 6 IBM Typical, $ 20 Extensive Yee

($150 fee)

Yea IBM 770 100 cpu for a Yee

(coat of 100 gallon

production) simulation

Yee DEC 20, VAX 15 cpu see for Yee

($625 fee) 50 mile run

Extensive

Extensive

2-37
ORIGMAL Mae Is

OF POOR QUALITY

ACCESS N0, MODEL NAME ORGANIZATIONS ACTPOR(S) APPLICA11ON ADVANTAGES

1.-0010-78 A ilulti-Purpose EE/CS Dept. R. Nitta! and o CivlHan o Written

pp. 3-71 Train Onion College A. Rose o Simulation of specifically

Performance passenger to simulate a

Calculator train limited case

(TPC) operation of passenger

train

operation

L-0011-83 Train Southern Pacific N. N. Lutterlle o CA• illan o Simulates

pp. 3-75 Operations Transportation o Performanee various

Simulator (TOS) Co, sle, !ation w. iaethods of

diesel- grain

electric Into handling and

and Its effects

converrinnal on fuel

freight car consumption

L-0012-65 Train Aasociatton of Operated by o Civilian o Performs

pp. 3-79 Performance American Stuart and o Prediction of operations

Calculator Railroads McF.van energy usage quickly

-AAR (AAR)

L-0013-79 Train A1Research and J.J. I.aveon d o Civilian o Provides very

pp. 3-81 Performance Manufacturing Co. L. M. Cook o Performs train detailed

Calculator of California performance analvois

calculations o Can simulate

diesel,

electric or

mixed-mode

operations
ORIGWA PACCC F,7

OF POOR (3iio- urry

AVAILABILITY HARDNARE 0057 OF OPERATION VALIDAT3ON DOCUMENTAT OOF

Yes Burroughs Train Yes

($150 fee) R-6700 scheduling--

DEC 10 Yes

Fuel Use - No

Yes IBM, DEC-20, I? epu see per Fuel Extensive ($50 fee) Prime, I mile of calculations

Burr Cale. hand

checked

Yes CDC 3500 I cpu minute No information Yes

( '.at of IBM 37D, per 10 miles available

production) DF.r-?0

Proprietary 1-n!vac 1108 Yes Some

2-39

low
9

"

I

t

s

ORIC NAL PACE' F',

OF POOR QUALITY

ACCESS NO. MODEL NAME 00ANI2075N AUTHOR (S) APPLICATION AOVANTACES

L-0004-75 Fuel Utilized Emerson J. N. Cetinieh o Civilian Provides

pp. 3-61 Effective Consultants, o Investigation overview of

Locomotives Inc. of the affect effects of

(FUEL) of train train operating

operating strategies on a

strategies territory

i.

t

^x

F r

2-40
0

ORMI IAL PAGE Qs

OF POOR QUALITY

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

Note stated Not stated Not stated Yee Some

2-41
ORIGINAL PAGE 0S

(,r POOR QUALITY

TABLE 1.3.2.1: MODELS THAT MATCH THE INTAKE/EXHAUST SYSTEM TO THE ENGINE

ACCESS NO. MODEL NAMF OBC4NIZATION AUTHOR.(S) APPLICATION ADVANTAGES

E-0034-72 Hitachi Hl techi N. Mieushima, o Civilian and a Covers entire

pp. 3-83 Model Shipbuilding, M. Nagai, government cycle

Ltd., Osaka T. Asada o Matching o Predicts

intake/ cylinder

exhaust pressure

system to accurately

the engine

E-0036-81 University of University of Winterbone, o Civilian and o Particularly

pp. 3-87 Manchester Manchester Lon, government useful for

WHIST) Benson, o Matching detailed

Nellstead, intake/ design of

Thiruarooren exhaust turbochargers

system to

the engine

b

)

i

ire

2-42
ORIGfMA I- P,'tc f3

OF POOR QUALI `l

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

Probably Not stated $170-$200/run Yes Yee

Proprietary (estimate)

From (MIST, Not stated $240-$400/run Some Yes

at cost (estimated)

2-43
ORIGINAL PAGE PS

OF POOR QUALITY

c _ ., . .

TABLE. 2.1.2.2: FUEL EFFICIENCY MODELS

ACCESS NO. MODEL NAME ORGANIZATION AUTHOP.1S) APPLICATION ADVANTAGES

E-0070-74 M.A.N. M.A.N. Augsburg G. Wouchni o Civilian and o Simple to

pp. 3-115 and Institut F. Aniaits government use

fur o Efficiency or

Nalbenmaschinen fuel

Technical consumption

University

E-0004-77 Manchester UMIST Whitehouse.

pp. 3-91 (Whitehouse) Way, Sareen,

Clough,

Abughtes.

Raluswamy

E-0044-80 Imperial College Imperial College N. Watson

pp. 3-105 (Watson) M. Marzouk

o Civilian or o Simple

military o Inexpensive

o Efficiency or

fuel

consumption

o Civilian and o Inexpensive to

military run

o Efficiency or o Useful for

fuel extending

consumption known engine

performance

2-44

S F.

F r•

t. ._
ORIGI NAL. o lriC ei i'j

OF POOR QUALM

AVAILABILITY HARDWARE COST OF OPERATION VALIDATTON DOCLMENTATION

Yee Not stnted $12-$20 run Yee Yes

(estimate)

Vnknovn Not specified $60-5100/run Some

llnknavn got specified S30-S50/run Yes

L

Ry_

1

Extensive

Yes

2-45
ORIGONAL PFGE P3

OF POOR QUALITY

TABLE 2.7.2.2 (Continued)

ACCESS NO. MODEL NAME ORGANIZATION AUTHOR(S) APPLICATION ADVANTAGES

F.-DO05-70 The Problem of C.A.V. Ltd. N.C. Grigg A o Civilian

pp. 3-97 Predicting Rote -England M.N. Syed o Fuel

of Heat Release consumption

In Diesel

Fnglnes

F.-0072-69 Wisconsin Diesel University of

pp. 7-101 Spray Combustion Wisconsin

Made)

E-0067-76 Computer I.I.T., DELHI

pp. 3-I09 Simulation of a

Diesel Engine:

I.I.T.. DELHI

Shipinslct, o Civilian and o Covers, the

Myers, and military effect of fuel

Ilyehara o Fuel injection

consumption o Emphasizes

physical

mechanisms

R. D, Carg o Military or o Simple to use

K.R. Agerval civilian a Inexpensive

R. neelltacharl o Fuel

consumption

2-46

I
OF POOR ^L:•.ii^v

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

Not stated Not stated Not stated Not stated Some

Yes Not stated 570-50/rur. Fair You

Yes Not srnt .td 560-SIOn/run Pair Yes

rb

1

E

ri

• e

2-47
ORIGINAL PAGE is

OF POOR QUALITY

'ABLE ?.3.2.3: EMISSION MODELS

ACCESS NO. MODEL NAMF ORGANIZATION AUTHOR(S) APPLICATION ADVANTAGES

E-0001-81 Divided Chamber Massachusetts 5.11. Mansourf; o Civilian o Requires

pp. 3-119 Diesel Engine Institute of I. B. Hewood; o Emissione little

Model Technology K. RAdhskrlshnan computer

time to sun,

therefore

engine maps

can be

easily

developed

E-0003-78 Cummins Cummins Engine S. M. Shahed, o MHlltar y or o Allows for

pp. 3-131 Company P. F. Flynn, Civilian temperature

W. T. Lyn, and o Emissions gradient

V, S. Chin

E-0007-76

pp. 3-139

Hiroshima university of H. Horn yasu and o Military and a Cost

Hiroshima T. Kadota civilian effective

o Emissions o Predicts

effects to

changes in

fuel injector

c '

l '

i

r P

i

z s

p{F

^` 2-4b

1

® 
OF POOR ^JitLI 'Y

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

Proprietary IBM370 M per run Yen Some

Unknown Xerox S60-$100/run Some -- Yee

Sigma 9 needs further

wnrk

Not stated Not stated Not stated Snme Yen

r

E

F

9 2-49
ORIGINAL PAGE Ts

OF POOR QUALITY

TABLE 2.3.2.3 (Continued)

ACCESS NO. MODEL NAME ORGANIZATION AUTHOR(S) APPLICATION ADVANTAGES

E-0008-71 NREC Diesel Northern Bastrosn. Chng, o Military and o Simplicity

pp. 3-143 Emissions Research and and Dix civilian

Model Engineering o Emissions

Corporation

E-0071-75 Crsnfield Model Cranfleld P. Hodgetts, o Civilian and o Treats

pp. 3-151 Institute of H. D. Shroff. Military fuel-air

Technology I. R. Isaac a Emissions ratio and

E-0026-73 C.A.V. Diesel C.A.V. Ltd., Rhos,

pp. 3-147 Emissions Model Acton, London Greeves,

Prehert,

Grigg, and

Syed

temperature

gradients

• Civilian and o Handle. soot

military forms ties,

• Emissions fuel

injection

parameters

and air

swirl level

i{

t1[•

1.

1

9i

2-50

1
ORIGINAL PAQ.",' IJ

OF POOR QUALITY

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

From NREC CDC; $10440/run Some Some

(Cost In IBM

1974 as

MO)

Through Not specified $30-$50/run Yes Extensive

International

technology

exchsnge

Probably Not stated $60-$100/run Adequate for Extensive

design

2-51

i
y

OF POOR Caul.L(i /

TABLE. 2.3.2.3 (Continued)

ACCESS NO. MODEL NAME ORGANIZATION AOTPOR(S) APPLICATION ADVANTAGES

E-0002-78 Komatsu Komatsu/ H. Hireki, o Civilian, o Models

pp. 3-125 "DSA/DCE" MIT J. M. Rife Military cylinder

o Emission. heat

transfer to

coolant

• Turbocharged

calculation

Is included

• Effect of

fuel spray

design

parameters

included

E-0006-64 Ultrasystems Ultrasystems, C. J. Kau, a Military or o Can model

pp. 3-135 Diesel Emissions Inc. R. P. Wilson, civilian fuel

Model L. J. Muria, 0 Emissions injection

C. M. Waldman, pressure

M. P. Reap, orifice size,

T. J. Tyson and air euirl

2-52

f`
f

OF POOR r ur"LI' Y

AVAILABILITY HARDWARE COST OF OPERATTON VALIDATION OOCUNPNTATTON

Unknown Not specified $1204700/run Yen Extensive

(estimated)

Yes CDC 6600 $180-$700/run Yes Extensive

2-53
ORIGINAL FF,;;: 'S

OF POOR Qv,`, '1Y

TARI.F 2.7.7.4: COMBUSTION CHAMBER SHAPE MODELS

ACCESS NO. MODEL NAME ORGANIZATION AUTHOR S) APPLICATION ADVANTAGES

E-0072-78 Los Alamos Los Alamos / T. D. Putler, o Civilian and o Can predict

pp. 7-171 Direct - Injection General Motors L. D. Cloutman, military flow field,

Engine Model Research R. B, Krieger, o Development of spatial flame

Laboratory et. el. combustion propagation,

chamber shape spatial

temperature

profiles and

locations of

peak NO

formati'gn

E-0010-77 Princeton Princeton F. V. Bracco, a Civilian and o Detailed

pp. 7-159 Internal University H. C. Gupta, military description of

Combustion P. J. O'Rourke o Development of spray crag and

Engine combustion evaporation

Model chamber shape

n

r- p.-0029-80 i mperial College, Imperial College Goeman and o Civilian and o Describes the

pp. 7-165 Diesel Spray Model Johns military spatial

L. 0 Combustion d:stributlon

r..

chamber

shape

of the diesel

i

spray

^• E-0009-75 Livermore Lawrence I., C. Haselman o Civilian or o Treats chamber

pp. 7-155 Fuel Spray Livermore C. w. Westbrook military shape effects

' Model Lab 0 Combustion o Models

chamber unsteady,

shape effects of

spray

penetration

}p

S

a

Q.

i

C

FC

2-54
OF FuC;t L;._i-;`(

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

Yee Not stated $600-$6000/run Yes Extensive

(estimated)

Yes IBM 760191 Without spray: No Extensive

$120-180/run

vith spray:

up to $5000/run

On a contract Not stated $600-51000/run Some Yes

basis

Yes CDC7600 55,000-56,000/ Some Extensive

run

2-55

r

f
OF POOR QUALITY

TARI.F 7.7.7.5: FUEL INJECTION SYSTFM MODELS

ACCESS NO. MODEL NAME ORGANIZATION AIrrBOR(S) APPLICATION ADVANTAGES

E-0039-Fl- Diesel Fuel University of Bolt, o Military and o Good accuracy

73 Injection System Michigan F.1-Erian, civilian and economy

pp. 3-179 Simulation and W-rIie o Fuel Injection

Experimental

Currelat/on

E-00: 8-FI Simulation of Kyoto M.Ikogaml o Military and s Reduced

pp. 3-185 Processes of University H. Horike civilian computing

Fuel Injection F. Nagao o Fuel injection time

(INJEC)

F-0049-Fl- Characterization Wayne State N.A. Henein o Military and o Simple

75 and Simulation L.,Sversity T. Singh civilian

pp. 3-187 of a Unit J. Rozanski o Simulation of

Injector fuel pressure

histories

E-0069-FI- Computer Model University of N. J. P1pho o Military and o Provides

82 of the Minnesota D. B. Rittelson civilian complete

pp. 3-189 Electronic a Performance engine

Control System simulation response to an

(ECS) for Diesel optimization

Fuel Injection control system

Timing

E-0021-Fl- Hybrid (Analog) Oniversity of C. R. Burrows, o Military or Simple of use 70 Computer Sussex P.W. VanEctrelt, civilian

pp. 3-177 Simulation of G. P. Windett o Fuel Injection

the SampledData Model for

Compression

Ignition Engines
ORIGINAL PA®R 64

OF POOR QUALITY

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

From the Not stated Not stated Yen Yea

EPA

From Kyoto FACOM 230-60 12 seconds/ Some Some

Cniveraity iteration

(S iterations/

run)

Yes Not stated Lou Some Some

No Not stated Not et. d Some Yes

e

I

is

YYes Not stated Not stated Poor to fair Some

4

k

i

C

2-57

'
ORIGINAL PAGE 99

OF POOR QUALITY

TAPLF. 2.3.2.6: HEAT TRANSFER MODELS

ACCESS NO. MODEL NAME ORCANiZATION AUTHOR (S) APPLICATION

E-0023-HT-75 PROCES Norvelgian Institute H. Valland o Military and

pp. 3-193 of Technology civilian

o Heat transfer

E-0067-HT-64 Computer Programs to MAN Gerhard a Military and

pp. 3-195 Determine the waschini civilian

Relationship Between a To determine the

Pressure Flow, peat relationships

Release and Thermal between pressure

Load In Diesel flow, heat release

Engines and thermal load

E-0073-HT-83 Mlrrlees Heat Mirrlees R. T. Green o Civilian and

pp. 3-197 Transfer Program Blackstone Ltd. R. Jambunathan, military

DIESHT S. D. Probert o Heat transfer

r

2-58
n+ - -, , ,

ORKYNAL: PAGE P3

OF POOR QUr,LITY

ADVANTAGES AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

o Seemingly simple Yes Not stated Not stated Not stated Little

to use

• Neat transfer Yea - Refer to IBM 1060 8 Minutes of No Some

through each of SAE. paper machine time/run

the major

components is done

separately

• Easily used by Yea, with Not stated $5-$20/run Yee Extensive

designers permission of

Mirrlers

Blackstone

r

b

i.

r+

^' f

f' 4

ri

Y

y (

Ir

[' Y

2-59
ORIOMM- '3

OF POOR QUALIV"

TABLE 2.3..7: INTAKE/EXHAUST SYSTFM MODELS

ACCESS NO. MODEL NAME ORGANIZATION AOTHOR(S) APPLICATION

E-0015-IE•74 Computer Aided Design University of J. D. Ledger o Military or

pp. 3-705 of the Exhaust of Manchester civilian

Turbocharged Diesel o Intake and

Engine exhaust

system

E-022-IE-80 Computer Aided Design University of S. C. Lou, o Civilian

pp. 3-209 Package for Engine Manchester, Institute R. S. Benson, o Intake and

Manifold Svstem of Science and D. F. Ninterbone exhaust systems

Technology

E-0014-IE-78 Prediction of Various P.A. Lokshmipp. 3-201 tha Exchange universities narayansn

F.-0043-IE-80

pp. 3-213

University of

Manchester

Institute of

Science A

Technology

WHIST)

Processes in a

Single Cylinder

Internal

Combustion

Engine

A Generalized

Computer Aided

Design Package

for I.C. Engine

Manifold System

P.A. Jr.skiraman

M.K. Ga]endra

Bob.

B.S. Murthy

S.C. Lou

P.C. Baruah

• Military and

civilian

• To model gas

flow

o Military and

civilian

o Performance

prediction of

manifolding

systems

2-60

f

I "^
• Rapid data changes Probably

possible

• Relatively Pimple

to use

o Accuracy Not stated

• Minimal Input From UMIST

data needed

• interactive

• Throttled and

unthrottled

CDC Cyber 72; Not stated Yes Some

DEC;

Tectronlcs 4010

Not stated Not stated Some Some

Not stated Not stated No Some

ORIGINAL PAGE IS

OF POOR QUALITY

ADVAN7ACES AVAIIAPILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

• Rapid turnaround Yes DEC-POP10 Not stated None ropotted Yea

• Graphical display

2-61
T

OF POOR QUALITY

ACCESS NO. MODEL NAME ORGANIZATION AUTMOR(S) APPLICATION ADVANTAGES

E-0053-IE-79 Characteristics Rnwosoki T. Atoms o Military and o Unique (first

pp. 3-217 of Exhaust Gas Heavy Y. Tokunaga civilian to model

Pulsation of Industries T. Yura a Clarify exhaust

Constant character- pulsations

Pressure istics of and goo flow

Turbochargad exhaust and interactions)

Diesel Engines gas

pulsations

E-0055-IE- Computer Program Buxton Paxmun A. J. Hallam o Military and o Flexible and

74 to Predict the Diesel Standard S. Cerise, civilian user

pp. 3-219 Gan Exchange a Intake and friendly

Process of a exhaust

Diesel Engine

E-0056-IF.- Breathing Cycle U.S. Department T. J. Trolls o Military and o Novel approach

79 of the Four- of civilian to gas flow

pp. 3-225 Stroke Transportation/ a Model the calculations

Automotive Transportation intake system

Engine Systems of a fourCenter stroke open

chamber

engine

2-62

P

1
ORIGINAL PAGE 13

OF POOR QUALITY

No Not e.. Not stated Yes Some

Proprietary Not stated Not stated Yes Some

OS DOT/TSC DEC ID Not stated Yes Same

rr

r

i

}p

6

;s

I

f

s

f

R

2-63

E (
ORIGMAL Ml E ^

OF POOR QUALM

T.ARI.F 2.3.2.6: OPERATING PERFORMANCE MODEI.S

ACCESS NO. MODEL NAME ORGANIZATION AtrTHOR(S) APPLICATION

E-0013-0P-79 Development of a Pakistan State Oil S. S, Shamai o Military and

pp, 3-229 Real-Time Digital Company Ltd. Civilian

Computer Simulation o Model response of

of a Turbocharged a turbocharged

Diesel Engine diesel engine

F-:ur4-0P-79 A ombustion imperial College of N. Watson o Military and

pp. 3-233 C relation fm Science and A. D. Pllley civilian

Diese: Z,,'ne Technology M. Marzouk o To provide a means

Simulation of Increasing

accuracy of engine

models which do

not incorporate

combustion models

E-0061-OP-74 Development of P.C. Nippon gokan K. Shirafehi, o Military and

pp. 3-243 Fngine Simulation R. Murakami; civilian

Program M. Misushimu o To model a teat

T. Nakayama engine to make

performance

predictions

x'

r

f

2-64
ORIOMAL I;s

OF MOR QUALITY

ADVANTAGES AVAILA',IIdTY HARDWARE CoST OP OpEHATiON VAISDATION DOCUMENTATION

• It is the only Un'.no,n PDP10 o Considered Some Some

dlpltal engine "economical"

response model

available

•

Can be used to Yes Not stated Not Stated Some Some

expand the

accuracy of other

models

Unlikely Not stated Not stared Yes Some

S'

2-65
®RIC-ANAL p',`•'iC:c: IS

OF POOR QUALITY

ACCESS NO, MODEL NAME ORGANIZAT10N AUTHOR (S) APPLICATION

E-0062-0P-76 Vholly Dynamic Model University of Vinterbane, o Military and

pp. 3-245 of a Turbocharged Manchester, Institute Thlruarooran civilian

Diesel Engine for of Science and Vellstesd o To describe engine

Transfer Function Technology response

Evaluation (11MbT)

E-0068-0P-77 Simulation of a John Deere M. R. Loyal o Military and

pp. 3-249 Turbocharged Diesel civilian

Engine to Predict the o To predict engine

Transfer Response performance

E-0059 -OP-75 Application Mirrleea R. Greenhalgh o Military and

pp, pp . 239 Engineering Blackstone, Ltd. P. Tooth civilian

Techniques Related I.I. B/ckley o Engine response

to High Performance, to load, pressure

Medium Speed Diesel and temperature

Engines

E-0045-C. Not stated National Research F. Rueter o Civi Ilan

pp. 3-235 Council of Canada A. Sviderski o Performance

prediction of

a turbocharged

2-cycle free

piston diesel

engine

t

^ 2-66

L
ORIGNAL PALE CS

OF POOR QUALIW

ADVANTAGES AVAILABILITY HARDWARE COST OFOpE0ATi0N VALIDATION DOCUMENTATION

• Requires less From UNIST PDP-10 600 CPU/Engine No Some

empirical data CDC-7600 PPM

then other models on a PDP10

20 CPU/F.npine

rpm for A

CDC-7600

Unlikely Not stated Not stated Some Some

• Accurate Unlikely Not stated Not stated None Some

predictions

of engine

performance

under new

conditions

• A free piston from NRC F.leotronic Not stated None Yes

model Associates

Nadel 690

6

Hybrid

Computer

nn

I.

i

rgC^$

9 .

6.

4

nn

i^

6

F1

l^

i

i

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2-67
2-68

^a

ORIGINAL PA" ?-

OP POOR QUALITY

TABLF 2.7.2.9: BOTTOMING CYCLE MODELS

ACCESS NO. MODEL NAME. ORGANIZATION AUTHOR (S) APPLICATION

W-0002-70 Boiler Analysis Foster-Miller J. Gerstman o Military and

pp. 7-251 Program (BAP) (recently modified by civilian

I.P. Rrepchin) o Design and

analysis of fired

and waste heat

boilers

W-0007-74 Rankine Cycle, Waste Thermo-Electron F.A. D1Bella, o Military and

pp. 3-255 Heat Recovery Engine Corporation C. Wang civilian

Performance Model o To determine the

full and part load

performance of a

Rankine cycle

system

W-0004-70 DEC Modeling Mechanical Various a Civilian

pp. 7-259 (Rankine Bottoming. Technologies, Inc. a Performance and

Cycle Engines) coat tradeoffs

W-0005-70 Bravton

pp. 7-261 Bottoming System

(RES) Evaluation

W-0006-8I Rankine Bottoming

pp. 3-267 Cycle Performance

Code

United Technologies Gene Wilmot

Corporation at al.

Argonne National Roruzinski;

Laboratory Ash

• Civ11ion

• Design and

performance

calculations of

Brayton cycle waste

heat recovery

systems

• Civilian and

military

• Estimates organized

Rankine engine

performance
ORICI P AL NO-' ;a

OF POOR Q';;..:TY

Fee for use CYRF.R 170 5.70/run Yea Yea

VAX II/780

o Versatile with Unavallable--must Xerox Not stated Yea Maintained by

various energy be contracted Thermo Electron

recovery scenarios from

Thermo-Electron

Analyses and cost Yes IBM Not Stated Yea Of results

data verified by only

tests and

fabrication

• Rapid execution of a Proprietary IBM 3300 51/run Yes Proprietary

complex systems o indirectly manuals

available

through

contract

• Useful for g^neral o Feeds more IBM 3033 $1.50-52.50 Some Yes

scoping studies docume,.-atton (30-70 cases)

prior to

release

2-69
ORIGINAL PAGE 05

OF POOR QUALITY

TARLE 2.3.2.10; TURBOCHARGING MODELS

ACCESS NO. MODEL NAME ORGANIZATION AUTHOR(S) APPLICATION ADVANTAGES

E-0018-TC-77 Turbacharged Cummins Engine A.S. Ghuman, o Military and o Rapid

pp. 3-267 Diesel Engine Co. M.A,Iwamuro, civilian assessment of

Simulation co and N.C. Weber o Turbocharging parameteric

Predict Steady changes

State and

Transient

Performance

E-0019-TC-77 Prediction and Detroit Diesel Schmidt, o Military and o Rapid

pp. 3-271 Measurement of Allison Venhuls, and civillan calculations

Two Stroke Cycle Hinkle o Turbocharging

Diesel Engine

Performance and

Smoke at

Altitude

E-0051-TC- A Non-Linear Imperial College Nell Watson o M111tary and o Appears to

76 Digital of Science and Maged Marzou^ civilian be a very

pp. 3-283 Simulation of Technology o Turbocharging powerful

Turbocharged model

Diesel Engine

Under Transient

Conditions

E-0036-TC-81 University of University of Winterbone, o Civilian and o Applicable

pp, 3-279 Manchester Manchester I.O. government over a wide

WHIST) o Turbocharging range of

engines and

speedo

E-0035-TC-75 A Real Time

pp, 3-275 Analogue

Computer

Simulation of a

Turbocharged

Diesel Engine

University of Denson,

Manchester Winterbone

Shamei,

Class,

Mortimer,

Keynon

2-70

• Military and

civ111an

• Turbocharging

f
Q

CM(MAL Yet :LETe fJ

OF POOR QUALMY

AVAILABILITY HARDWARE COST OF OPERATION VALIDATION DOCUMENTATION

Not Not stated I epu minute Same Some

available

Raise to o Hand Negligible Some Some

source calculator

document

Unknown Not stated Not stated Yes-- Some

"FVicellent"

agreement

Unknown; Not stated Not stated Some Some

possibly

1P11ST

Not stated DEC PDP 15 Not stated Same Yes

2-71
3.0 MODEL CATALOG

HIGHWAY TRANSPORT

H-0001-72

TITLE General Purpose Automotive Vehicle Performance

and Economy Simulator (GPSIM)

DATE Initially 1972 with successive revisions

AUTHORS William C. Waters

ORGANIZATION General Motors Corporation

SPONSOR General Motors Corporation

TRANSPORTATION MODE Highway

APPLICATION Civilian

OBJECTIVE GPSIM is an automotive vehicle simulator designed

to compute the operating conditions of the engine

and transmission and the performance and economy of

the vehicle as the vehicle is operated in a

prescribed manner.

REFERENCES W.C. Waters, "General Purpose Automotive Vehicle

Performance and Economy Simulator," SAE Automotive

Engineering Congress, Detroit, MI, January 10-14,

1972, SAE Paper # 720043.

RELATIONSHIP TO OTHER Vehicle simulation models have been developed and

MODELS/HISTORY OF MODEL used at GM since 1960. The simulation/modeling

program has been under development since then, and

has led to GPSIM.

OPERATIONAL CAPABILITIES GPSIM is used to estimate performance of a vehicle

(e.g. acceleration, passing ability), fuel economy

over specified driving schedules, and, to a more

limited extent, exhaust emissions. GPSIM utilizes

a combination of the stabilized vehicle concept and

the integration method. In the first case, vehicle

performance is calculated as a succession of

distinct vehicle performance combinations, and is

used to minimize computer time and provide quite

acceptable accuracy. In the second case, the

vehicle is defined by a set of differential equations driven by various functions. The equations

are numerically integrated over time. The Integration method is usel during rapid vehicle transients. The basic assumptions behind GPSIM are:

3-1
HIGHWAY TRANSPORT

H-0001-72 (Cont.)

- Look-up tables mapping out the various

performance regimes can be used instead of a

comprehensive set of equations to describe

vehicle and component performance and

characteristics;

- Steady-state tests can be used to predict

dynamic operation because, unless explicitly

accounted for, transient conditions are assumed

to be short enough to be ignored;

- Hydrodynamic similarity laws apply to the torque

converter.

- Simplified shift models can be used to simulate

transmission shifts, wherein the amount of

energy transferred during the shift is

important, but how it is transferred is

unimportant; and,

- The steady-state operation of the vehicle is

defined by a set of tables that is used to

generate more dense intermediate tables for

reference during simulation.

Transient conditions modelled are shifts, engine

lag due to hydraulic effects in the transmission,

and certain gas turbine characteristics. Shifts

can be either torque shifts such as from synchro

mesh transmissions, or power shifts from automatic

transmissions.

GPSIM has two operating modes: COMPUTE or SIMULATE.

In the COMPUTE mode, the total or a well-defined

subset of the vehicle's performance range and

capabilities is characterized, enabling various

vehicles to be compared in many respects. The

SIMULATE mode generates the operating conditions

for the vehicle, engine, and transmission vs. time

and distance as the vehicle follows the specified

schedule.

3-2

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HIGHWAY TRANSPORT

H-0001-72 (Cont.)

DATA INPUT REQUIREMENTS Typical CPSIM data requirements are:

Engine: torque, fuel rate, throttle, etc.

Transmission: converters and/or clutch, Gear

Ratios, Gear Efficiencies, Spin Losses, Inertias,

Shift Pattern.

Vehicle: Weight, Frontal Area, Rolling Resistance

Coefficients, CG, Location, other Rotational

Losses, Driver half inertia.

Axle; Ratio, Efficiency, Additional Rotational

Losses.

Tires: Rolling Radius, Contact Efficiency, Wheel

Inertia.

Accessories: Alternator, Air Conditioner, etc.

CPSIM has built in data files for many vehicle

components and characteristics. The program can be

run with a minimum of input data descriptions but

can accept more complete data if required.

Data handling features are designed to:

- Reduce input volume required to accomplish a

given test;

- Allow user to structure input sequence to fit

the problem;

- Simplify data submission rules.

There are various arrangements of data blocks that

describe a part of the vehicle, a route, a schedule, or other simulation requirements. Specifications are statements that cause CPSIM to operate

on the data in a particular fashion that is somewhat different from the normal methods. Commands

can be given to cause particular actions within the

r program.

[C:

P

o-

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HIGHWAY TRANSPORT

H-0001-72 (Cont.)

ADVANTAGES The program can simulate a large variety of

vehicles, using a set of limited data for proposed

vehicle combinations. It can also use component

tests from production vehicles to make more

accurate computations. Program structure enabled

many types of simulations or performance calculations using built-in functions or commands. Model

is quite comprehensive in its abilities to simulate

in detail many aspects of vehicle performance.

FUTURE POTENTIAL

VALIDATION Because of the expense involved in running a sufficient number of tests to demonstrate the simulations ability to represent reality, the model has

not been validated in this fashion. Limited

attempts have been made, and the results of the

simulation were within the range of the tests.

COMPUTING REQUIREMENTS Program is written in PL/1 and is operating on an

IBM 360/65. Program has 500 kbytes (8-bit) of

machine instructions overlayed in 180 kbytes. Two

to nine external online files of 10-300 kbytes are

required.

Example computation times are 30 sec for computation of intermediate tables, 30 sec to simulate

four miles of urban driving and 3 sec to simulate

10 sec of wide-open throttle acceleration.

COST OF OPERATION Depends on type and degree of simulation.

AVAILABILITY AND COST Program has built-in data for specific components

OF DATA BASE and user can add data for other components.

AVAILABILITY Proprietary.

3-4

C, I
HIGHWAY TRANSPORT

Model H-0002-77

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

APPLiCATION

OBJECTIVE

Heavy Vehicle Simulation (HEVSIM)

197,1 , derived from VEHSIM

Original VEHSIM authors - Withjack, E., Moffat, S.,

Malliaris, A.

U.S. Department of Transportation

UMTA, National Highway Traffic Safety

Administration (NUTSA), and Society of Automotive

Engineers (SAE)

Highway

Civilian

The primary objective of this model is to simulate

the fuel economy and performance of specified tasks

and buses over a given driving schedule.

LEFERENCES SAE 760045; SAE 800215; R.E. Buck, A Computer

Program (HEVSIM) for Heavy Duty Vehicle Fuel

Economy and Performance Simulation, Volumes 1, 2

and 3.

RELATIONSHIP TO OTHER HEVSIM is derived from VEHSIM which was developed

MODELS/HISTORY OF MODEL at the U.S. Department of Transportation primarily

for simulating the fuel economy and performance of

specified automobiles.

OPERATIONAL CAPABILITIES The model is capable of simulating performance and

fuel economy of a given truck of bus over any drive

schedule. HEVSIM utilizes the method of continuous

incremental time step simulation to model the

vehicles performance. HEVSIM has three primary

modes of operation during a driving cycle; constant

acceleration, constant velocity or constant

throttle setting.

3-5
a

Output: The major output parameters resulting from

the simulation are:

- Fuel economy

- Engine work/mile

- Average brake specific fuel economy

- Average speed

- Emissions ( if simulated)

- Energy breakdown

- Work breakdown by various losses

DATA INPUT REQUIREMENTS Input data are required for the following areas:

Specified Truck or Bus:

Vehicle

Engine

Transmission

Rear axle

Tires

Converter

Ceara

Accessories

Driving Cycle:

- Driving schedule

- Route

- Shift logic

Input Data Accuracy: The accuracy of the input

data reflects the requirements of the SAE

specifications as described in the 1983 SAE

handbook.

ADVANTAGES This model has a large degree of flexibility in

specifying the input and output parameters.

VALIDATION This simulation process is currently being

evaluated for validation. Battelle is performing

sensitivity tests on bus components at TRC in Ohio.

Results are expected in September 1983.

3-6

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HIGHWAY TRANSPORT

Model H-0002-77 (Cont.)

COMPUTING REQUIREMENTS The model lode is Fortran 10 and the system used is

the DEC 10. To date the program has been converted

to use on DEC 20 and 111h sy stems with some

difficulty.

COST OF OPFRATION The computer time cost is approximately $25,

depending on the specification of th p_ particular

case to be run.

FUTURE POTENTIAL No modifications are planned at this time.

AVAILABILITY All bus data used is proprietary to the manufacturer but has been available to DOT with that

constraint. This program is available free of

charge.

3-7
HIGHWAY TRANSPORT

Ii-0003-81

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Ford Motor Company Dynamic Model

1981

R.C. Delosh, K.J. Brewer, L.H. Such, T.F.W.

Ferguson, W.E. Tobler

Ford Motor Company

Ford Motor Company

Highway

Civilian

OBJECTIVE. The computer dynamic simulation is capable of

modelling the engine, control system, and drivetrain. It simulates the dynamic behavior of the

total vehicle system for warm engine emissions and

fuel consumption for the Federal Test Procedure and

other driving cycles, and vehicle driveability and

performance. Output permits detailed analysis of

various factors influencing system performance.

Generally is used to analyze vehicles on board

computer system and vehicle performance due to

changes in control features (engine, transmission,

etc.).

REFERENCES R.G. Delosh, et. al., "Dynamic Computer Simulation

of a Vehicle with Electronic Engine Control," SAE

Paper 810447; L.T. Wong, and W.J. Clemens, "Powertrain Matching for Better Fuel Economy, "SAE Paper

790045; P.N. Blumberg, "Powertrain Simulation: A

Tool for the Design and Evaluation of Engine

Control Strategies in Vehicles," SAE Paper 760158;

D.N. Hwang, "Fundamental Parameters of Vehicle Fuel

Economy and Acceleration," SAE Paper 6905,',1.

RELATIONSHIP TO OTHER Model has been progressively developed as detailed

MODELS/HISTORY OF MODEL in the References given above.

OPERATIONAL CAPABILITIES The model consists of more than sixty linked subroutines to simulate various components, control

strategies, and other operational activities. The

model is a mixture of physical and regression based

submodels. In physical models, phenomena are

described by physical process and properties. In

regression models, complex phenomena are described

3-9

PRECEDING PAGE BLANK NOT FILMED
HIGHWAY TRANSPORT

H-0003-81 (Cont.)

by equations derived from regression data. The

model is capable of analyzing engine operation,

including power, torque, fuel flow, temperatures,

emissions, drivetrain, including transmission,

tires, axle and driveshaft, and gear shifting, and

engine controls, including electronic systems.

DATA INPUT REQUIREMENTS The model can be used by a non-expert with minimal

computer experience. The program asks the user a

series of questions to determine the test description, system and component specifications, control

strategy requirements, and engine calibration.

This procedure also determines output type. Each

component requires rather extensive input data to

describe its operation.

ADVANTAGES The models appear to have particular relevance to

design and analysis of electronic: engine control

systems. Dynamic programming techniques are used

to optimize system performance.

FUTURE POTENTIAL Model has been continuously upgraded to meet

changing requirements.

VALIDATION Extensive model verification has been done at four

levels:

- Bench testing of individual components;

- Engine dynamometer testing of components and

subsystems;

- Vehicle testing of subsystems over the FTP

cycle; and

- Overall vehicle system function testing.

Agreement is quite good.

COMPUTING REQUIREMENTS Model is implemented on DEC-System 2050. Written

in structured Fortran.

COST OF OPERATION Model uses about 9-10 sec up to 30 sec of computer

time to simulate one second of vehicle system

operation. Total drive cycle could be fairly

expensive to run.

AVAILABILITY Proprietary but could be accessible by outside

users.

3-10

d.:.8
V

HIGHWAY TRANSPORT

H-0004-81

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Testing Operations Fuel Economy Program

(TOFEP)

1981

Contacts: Dave Wernette, .John Manning, Joe

Greenbaum

Ford Motor Company

Ford Motor Company

Highway

Civilian

OBJECTIVE. Primary purpose of TOFEP is the evaluation of fuel

and performance effects of powertrain changes. A

secondary purpose is the prediction of absolute

fuel economy and performance.

REFERENCES D.J. Bickerstaff, "Light Truck Fuel Economy by

Design Efficiency," SAE, 1978.

HISTORY OF MODEL Based on continuing prograr. development.

OPERATIONAL CAPABILITIES A vehicle is modelled and the model is put through

a series cf fuel economy cycles and performance

tests. The model is used primarily to evaluate

alternatives in vehicle performance rather than to

determine absolute vehicle characteristics. Model

does a second-by-second simulation of vehicle

performance based on a specified driving cycle and

component and system performance specifications.

Emissions modelling is being developed.

Basic types of use for the model are:

- Comparison of multiple vehicle alternatives

sharing a common engine;

- Comparison of different powertrains having,

different engines; and,

- Projection of fuel economy and performance.

3-11

«i
HIGHWAY TRANSPORT

H-0004-81 (Cont.)

DATA INPUT REQUIREMENTS Model requires large quantity of input data,

essentially a fairly complete description of a

vehicle, i.e.:

- Vehicle physical description

- Engine information

- Transmission information

- Other drivetrain information.

ADVANTAGES/DISADVANTAGES Program can be used in ali phases of powertrain

optimization. Model exhibits some inaccuracies in

representing transient conditions, particularly at

low speeds (0-10 mph).

FUTURE POTENTIAL Emissions modeling is being developed. A new

Y' comprehensive model called CVSP is being developed

by Dick Radtke and Phil Tuchynski.

VALIDATION Not directly used for economy predictions because

test results were not particularly gcod;

performance results fairly good.

COMPUTING REQUIREMENTS Fortran 77 program runs on Honeywell/DEC machines.

COST OF OPERATION Depends on number of iterations. Less than minute

g ' CPU time.

AVAILABILITY AND COST Engine maps must be developed based on bench

OF DATA BASE tests. Other components must be specified based on

tests at various operating conditions.

AVAILABTLITY Corporate proprietary.

3-12
HIGHWAY TRANSPORT

H-0005-78

TITLE Automotive Simulator (ASIM)

DATE August 1978

AUTHORS E.M. Withjack

ORGANIZATION U.S. Department of Transportation

Transportation Systems Center

Cambridge, Massachusetts

SPONSOR U.S. Department of Transportation

TRANSPORTATION MODE Highway - Automobile

APPLICATION Civilian

OBJECTIVE ASIM is an engineering tool for evaluation of

automotive fuel economy and performance.

REFERENCES F.M. Withjack, "A Description and User's Guide to

the Automotive Simulator ASIM," Project Memorandum

No. DOT-TSC-HS827-PM-78, U.S. Department of

Transportation, Transportation Systems Center,

Cambridge, MA, August 15, 1978.

HISTORY OF MODEL ASIM is a more versatile version of an original

program by K. Hegenrother and A.C. Malliaris.

OPERATIONAL CAPABILITIES ASIM utilizes a continuous simulation

approach in which initial vehicle conditions are

set up, and at time intervals new vehicle

conditions are computed using appropriate driving

schedule data. Output is basically a summary of

fuel economy. Performance values related to

segments of the driving cycle, and other factors

concerning engine performance, drivetrain efficiency, and fuel flow.

DATA INPUT REQUIREMENTS Input data required is not particularly sophisticated, but each particular part must be described.

The simulation parts requiring descriptions are:

- Automobile;

- The drive cycle;

- Transmission

- Shift logic.

3-13
HIGHWAY TRANSPORT

H-0005-78 (Cont.)

ADVANTAGES This program executes rapidly and is easy to

operate. Data input requirements are not extensive

or difficult. Primary use is for an evaluative

engineering tool.

VALIDATION The program was validated against DOT's VEHSIM

(vehicle simulator) model, and was also validated

against EPA certification test data. Validation is

reported in SAE 760157.

FUTURE POTENTIAL The model is currently out of use by DOT or any

other organization.

COMPUTING REQUIREMENTS Program is in FORTRAN and is not excessively large.

Can be run on interactive system.

COST OF OPERATION The program is relatively inexpensive to run.

AVAILABILITY Program listing is available.

3-14
HIGHWAY TRANSPORT

H-0009-76

TITLE Vehicle Mission Simulation (VMS)

DATE 1976

AUTHORS D.A. Klokkenga

ORGANIZATION Cummins Engine Company, Inc.

Columbia, IN

SPONSOR Cummins Engine Company, Inc.

TRANSPORTATION MODE Highway Trucks

APPLICATION Civilian

OBJECTIVE The model is intended to provide sufficient truck

performance information so that a user can make

choices among alternative configurations.

REFERENCES D.A. Klokkenga, "Selecting Powertrain Components

for Heavy Duty Trucks" SAE 760830; P.W. Schutz,

D.A. Klokkenga, and D.B. Stattenfield, "Vehicle

Mission Simulation," SAE Paper 700567.

HISTORY OF MODEL Originally built in late 60's.

OPERATIONAL CAPABILITIES The program uses a specified route and its

characteristics (grades, distances, speeds, etc.)

to drive the vehicle simulation ( gear changes,

throttle required, fuel flow, engine load, etc.).

At the end of the finite-time-step simulation,

incremental performance characteristics are added

to generate the summary of performance. Primary

output data are driving time, average speed, fuel

used, fuel mileage, percent of time at full

throttle, engine load factor, and number of gear

shifts. This can be done for different trucks to

facilitate performance comparisons.

DATA INPUT REQUIREMENTS The vehicle must be specified by weight, aerodynamic characteristics, and rolling resistance.

The engine is described by a torque-throttle fuel

flow map. The transmission gear, torque, and shift

characteristics are given. Other drivetrain brake

data are also needed. The driving route is specified in detail, with distances, grades, speeds, and

starts/stops given. Wind is an input to use in

F

aerodynamic calculations.

e

i

3-15

I

E
HIGHWAY TRANSPORT

H-0009-76 (Cont.)

ADVANTAGES The model is oriented particularly to truck performance over generalized driving routes. It is useful in helping truck operators choose among options

for equipment on their particular routes. The

model has a variable time increment to increase for

computational effici.ncy. Model includes database

for 140,000 miles of h:ghway driving routes.

FUTURE POTENTIAL Work progresses on expanding capabilities, in

particular automatic transmissions, lighter

vehicles, and urban congestion.

VALIDATION Fairly well validated by actual road tests.

COMPUTING REQUIREMENTS Uses Honeywell DPS/8 CP/6 op system 2 megabytes

storage.

COST OF OPERATION In proportion to length and complexity of route

(less than 10 min CPU will almost all cases).

AV.: iLITY AND COST Can be sold as service in certain circumstances.

AVAILABILITY Code is proprietary.

3-16
HIGHWAY TRANSPORT

Model H-0010-78

Truck Computer Analysis of Performance

and Economy (TCAPE)

Announced in 1978.

Many contributors.

International Harvester Truck Group

International Harvester Corporation

Highway and off-highway.

All applications of large and small trucks and

similar vehicles.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

6

F

f

S

OBJECTIVE The primary use of this model is for sales promotion of IH trucks. Optimization of specifications

for IN trucks prior to purchase by users through

dealers with or without direct user input is a part

of this promotion.

Output: The major output parameters resulting from

the simulation are:

a An echo of the input data on the same page as

output.

® A table of miles per gallon, average mph, and

mission minutes for three :;elected routes, city,

suburban, and highway.

- City: 9.42 miles, 20 to 45 mph speed

limit, 12 stops

- Suburban: 34.5 miles, 25 to 55 mph speed

limit, 7 stops

- Highway: 157.76 miles, 35 5o 68 mph speed

limit, 2 stops

a A table of vehicle speed (mph), engine speed

(rpm) wheel power (HP) and gradeability for each

gear at each of four different engine speeds:

clutching rpm, peak torque rpm, rpm from which

engine will be at governed rpm in the next lower

gear and governed rpm (or maximum recommended

3-17
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HIGHWAY TRANSPORT

Model H-0010-78 (Cont.)

rpm if the engine does not use a governor).

This table can be in graphical form if the user

has access to a suitable terminal with a cathode

ray tube (CRT terminal).

e An in-process table to help the user select the

proper axle ratio. It shows geared speed (mph),

engine power available, road load power required

and reserve power available (all at the wheels

in top gear) for each axle ratio available for

the selected axle code. It also shows maximum

low gear gradeability for the selected codes

(axle and transmission) for each available axle

ratio.

REFERENCES IH Truck Croup Product Bulletins, most recent

CT-623Y, dated March 1983, includes descriptions of

TCAPE and use manual.

RELATIONSHIP TO Although it uses an entirely separate program,

OTHER MODELS TCAPE shares some component library files with

TRUKSIM and is based on the same background of

simulation expertise.

HISTORY OF MODEL TCAPE was announced in 1978 as a new program

designed specifically for sales promotion. Changes

since 1978 have been made only at specific intervals. It was preceded by some simple performance

simulations.

OPERATIONAL CAPABILITIES TCAPE is arbitrarily limited to three routes, two

types of tires (or a mixture of these two), fixed

ambient air conditions, and one driver pattern, but

has an extremely wide variety of component variations. The purpose of the simulation is primarily

to show the effects of changes in components.

ASSUMPTIONS The major assumptions in the model are that transient events are simulated by steady-state minor

increments in one mph steps. TRUKSIN allows the

user to specify smaller steps and has demonstrated

that one mph gives good results for TCAPE.

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HIGHWAY TRANSPORT

Model H-0010-78 (Cont.)

LIMITATIONS Described under Operational Capabilities.

DATA INPUT REQUIREMENTS As inputs, the interactive program asks the user a

minimum of 23 questions with up to 32 questions

depending on the responses given. As of March 23,

1983, there were 313 engine libraries, 214 main

transmission librartes, 32 auxiliary transmission

or transfer case libraries and 100 driving axle

libraries in the component files. Any number of

the 32 input variables can be changed for subsequent cases.

Accuracy: TCAPE is intended to show the effect of

changes in specifications prior to purchase of

vehicles and is not intended to reflect differences

in ambient air conditions, driver patterns, nor

specific route differences. To show these effects,

refer to TRUKSIhi (H-0025-81).

Input Data Accuracy: The accuracy of the input

data requirements reflect:

a Improved availability of data from component

suppliers determined using the new SAE test

procedures:

- Engines: J1312 (also 31349 and J816b)

- Tires: J1379 (also 31380)

- Aero: J1252

- Driveline: J643b, J651c, J1266 and another

for manual transmissions

- Fans and Accessories: J56, J1339, J1340,

J1341, J1342, and J1343

a Onboard recording, in sequence, of driver choice

patterns for a variety of drivers on a variety

of routes with a variety of vehicles.

ADVANTAGES It is specifically designed for easy usage as a

sales promotion tool. It is easily accessible by

any interested customer or user through the IH

truck dealer network.

VALIDATION Results have been "verified by thousands of miles

of actual truck usage" in user's normal operations.

Twenty comparisons compiled for the original 1978

announcement shows absolute values 6 percent low to

5 percent high averaging a conservative 1.5 percent

low. Relative results are even closer.

3-19
HIGHWAY TRANSPORT

Model H-0010-78 (Cont.)

COMPUTING REQUIREMENTS The program is written in Fortran on a Digital

Equipment computer. Output is in tabular form

unless a CRT terminal is available to the user.

COST OF OPERATION Cost information is proprietary. User access

(customer access) is available through the IH truck

dealer network at no charge.

FUTURE POTENTIAL Modifications will be made as needed, but only at

well advertised intervals. Component library files

are added or deleted at any time.

AVAILABILITY Cost information on the data base and the component data files are proprietary. TCAPE can be

accessed through IH Truck Group and IH truck

dealers, but has not been made available outside

IH. Negotiations for sale of the program might be

possible.

3-20
HIGHWAY TRANSPORT

H-0012-81

TITLE Hybrid and Electric Advanced Vehicle

Systems (HEAVY) Simulation

November 1981

Ronald A. Hammond

Richard K. McGehee

DATE

AUTHORS

ORGANIZATION Boeing Computer Services Company

Energy Technology Applications Division

565 Andover Park, West

Tukwila, VI A 98188

SPONSOR !'.S. Department of Energy

Conservation and Renewable Energy

Office of 'Vehicle Engine R&D

Energy and Aero Branch

Energy Section

NASA Lewis Research Center

(Mr. Raymond Beach, P.O.)

TRANSPORTATION MODE Highway

APPLICATION Civilian

OBJECTIVE HFAVY is used to evaluate electric and hybrid

vehicle propulsion systems by predicting the

performance of a proposed drive train using a

library of predefined component models.

REFERENCES Final Report - Hybrid and Electric Advanced Vehicle

Systems (HEAVY) Simulation, R.A. Hammond and R.K

McGehee, U.S. Department of Energy, Washington,

D.C., November 1981, NASA CR-165536,

DOE./NASA/0151-1, RCS 40357

Hammond, R.A. and R.K. McGehee, "User's Guide to

the Hybrid and ElecLric Advanced Vehicle Systems

(HEAVY) Simulation," NASA Contract DEN 3-151,

September 1981.

HISTORY OF MODEL This model is a modification of the SIMWEST

computer program.

3-21
HIGHWAY TRANSPORT

H-0012-81 (Cont.)

OPERATIONAL CAPABILITIES This model is intended for use early in the design

process to:

- Evaluate concepts

- Compare alternatives

- Do preliminary designs

- Develop strategies for control and management

- Size components

- Do sensitivity studies

The model has component library that contains data

for typical components in a vehicle drive train.

The user can select drive system components and the

model will formulate the comp lete vehicle and drive

train. A simulation of vehicle performance is done

based on specificii.;on of trip duration, driving

cycle, and output data required. The model is

general enough so that it can be effectively used

by analysts and designers with little programming

or simulation experience. Furthermore, a set of

predefined, typical baseline vehicles contained

within the program enables the user to make simple

changes to a known data set in order to create a

desired vehicle.

DATA INPUT REQUIREMEUTS The model contains descriptions of system

components and simulation conditions. The user

selects the desired components and organizes them

i„to the vehicle system. Default values for many

of the system components or operational parameters

enable the user to bypass specific data inputs;

however, if desired, the user may modify or specify

values. Required values are prompted by the system

and the user makes the choice whether to use or

change default values.

ADVANTAGES The advantages of this system are:

- Simple to use since it requires the analyst to

make few data specifications;

3-22

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3-23

HIGHWAY TRANSPORT

H-0012-81 (Cont.)

- Built in system components, description, and

operational descriptions;

- Model structure and language that is user

oriented

- User specifies required output

- Multiple simulations in one computer run

FUTURE POTENTIAL. Activity has been limited since the 1981 report,

but there +, presently interest in modifying the

model to .,a on desktop computers. A parameter

optimization capability is also of interest.

VALIDATION Model was compared to an ETV-1 drivetrain on the

Cleveland road load simulator.

COMPUTLNG REQUIREMENTS Code is available through COSMIC (Computer Program

Library) for application on CDC CYBER computers.

Code is in Fortran 66, and is 12000 lines long.

Requires a minimum of 70k Octal storage. Also

available through Boeing Computer Service

timesharing system.

COST OF OPERATION Cost is minimal--on the order of a dollar for

individual cases.

AVAILABILITY AND COST Data is contained within program or user can

OF DATA BASE specify other values.

AVAILABILITY (See Computer requirements above).

C -

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HIGHWAY TRANSPORT

H-0013-78

TITLE Transient System Optimization (TSO)

DATE 1978

AUTHOR Alan R. Dohner

ORGANIZATION General Motors Research Laboratory

SPONSOR General Motors Corporation

TRANSPORTATION MODE Highway

APPLICATION Civilian

OBJECTIVE To optimize fuel economy subject to emissions

constraints by accounting for transient system

interactions, cold start/warm up, exhaust after

treatment, driveability, and other phenomena.

REFERENCES Transient System Optimization of an Experimental

Engine Control System Over the Federal Emissions

Driving Schedule, Alan R. Dohner, SAE Technical

Paper 780286, February/March 1979.

RELATIONSHIP TO OTHER Several theoretical treatments of the problem

MODELS/HISTORY OF MODEL consider the steady-state vehicle operation during

the Federal Test Procedure (FTP). This procedure

extends to the transient behavior of the vehicle.

OPERATIONAL CAPABILITIES The model procedure applies control/optimization

in theory to an engine-controller-vehiclecatalytic converter system and methodically

impro,r es Lhe feedback control functions with

} respect to fuel economy, emissions, and driveability constraints. This is an iteration model

k that uses actual test data rather than mathematical

data to formulate improved feedback control functions. By applying the method to successive tests

and by adjusting control variables, optimization is

achieved. The experimental basis is used because

realistic mathematical models do not exist (1978)

to analyze transient performance. Parameter values

acquired during a test are subjected to gradient

optimization methods and increasingly better

control is achieved. The end result is optimal

control over the given cycle (FTP) to maximize fuel

k

economy while controlling emissions.

PRECEDING PAGE BLANK NOT FILMED 3-25

low
HIGHWAY TT.IVSPORT

H-0013-J8 ;Cont.)

DATA INPUT REQUIREMENTS From a test cell set-up consisting of an engine,

transmission, catalytic converter, dynomometer

(vehicle simulator), engine control computer, and

automatic driver, a data acquisition records fuel

flow, emissions, airflow, spark advance, speed,

EGR, temperatures, and other engine/accessory

parameters.

ADVANTAGES The primary advantages of this model are that it

considers transient system operation and that it

can utilize actual test data rather than relying on

as-yet (1978) undeveloped mathematical models of

transient system operation.

FUTURE POTENTIAL Extensions of the model to include control of EGR.

VALIDATION System is applied to actual tests and results are

immediately evident under actual operating

conditions.

COMPUTING REQUIREMENTS

COST OF OPERATION

AVAILABILITY AND COST Data comes from actual tests.

OF DATA BASE

AVAILABILITY Proprietary.

;.. 3-26

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i
TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

HIGHWAY TRANSPORT

H-0018-79

Diesel Urban Bus Simulation Program

April 1979

G. Larson, H. Zuckerberg

U.S. Department of Transportation, Research and

Special Programs Administration, Transportation

Systems Center, Cambridge, MA 02142

U.S. Department of Transportation Urban Mass

Transportation Administration Office of Technology

Development and Deployment Washington, D.C. 20590

Highway

Civilian

OBJECTIVE The Diesel Urban Bus Simulation Program is designed

to assess the performance and fuel consumption of

buses under various operating conditions and with

various power drives.

REFERENCES Diesel Bus Performance Simulation Program, Final

Report, G. Larson and H. Zuckerberg, U.S. Department of Transportation Systems Center, Cambridge,

MA, April, 1979, Report No. UMTA-MA-06-0044-79-1.

NTIS PB-295-524.

RELATIONSHIP TO OTHER Modeling technique similar to that described by

MODELS/HISTORY OF MODEL Beachley, N.H. and Frank, A.A., "Digital Automotive Propulsion Simulator Programs and description,

"Vo.l. II, Department of Electrical and Computer

Engineering, University of Wisconsin-Madison,

Contract No. DOT-OS-30112, December, 1974.

OPERATIONAL CAPABILITIES The program was developed to simulate all elements

of the power drive subsystem for transit bus operation over a given drive cycle. This is done by:

- Determining sequence of engine operating

conditions for each moment during the drive

cycle;

- Determining the instantaneous fuel flow;

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3-28

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HIGHWAY TRANSPORT

H-0018-79 (Cont.)

- Integrating fuel flow and velocity vs. time to

obtain total fuel consumed and total distance

travelled;

- Estimating fuel economy and emissions.

Dower levels are computed using drive cycle data,

vehicle friction, aerodynamic drag, inertial

acceleration, rotational inertias, rotational

speeds and torques, and component performance

characteristics. The driving cycle segments are

specified - length, grade, dwell time or idling

time; and desired vehicle cruise speed. Output

includes torque and horsepower, velocity and

acceleration, engine speed, fuel consumption and

emissions.

DATA INPUT REQUIREMENTS Input specifies the vehicle, driving cycle configuration, route terrain profile. Inputs are vehicle

data, engine performance data, power drive characteristics, acceleration, cruising speed, deceleration, vehicle idle time at stops, number of stops

per mile, grade profile along route, head or tail

winds, and adhesion characteristics between tires

and road.

ADVANTAGES The model is straightforward in achieving its

intended purpose and has no apparent advantages.

FUTURE POTENTIAL

VALIDATION Model results have been compared to fuel economy

test results for actual buses following prescribed

driving cycles. Agreement is quite good.

COMPUTING REQUIREMENTS Model written in Fortran IV. A Model 663 Calcomp

Plotter and associated software provide graphic

output. Storage requirements depend on number of

drive cycle segments used in each run.

COST OF OPERATION

AVAILABILITY AND COST Data is contained within program or user can

OF DATA BASE specify other values.

AVAILABILITY Available in reference.

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HIGHWAY TRANSPORT

H-0023-80

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATIONS

DSLSIM (Diesel Engine Control Systems

Computer Simulation Model)

1980

D. Wormley, J. Nye, J. Rife

Department of Mechanical Engineering, Massachusetts

Institute of Technology, Cambridge, MA

Hamilton Standard Division of United Technologies

Corporation

Highway

Civilian

OBJECTIVE a Identification of control and performance

characteristics for light and heavy duty diesel

engines to meet 1980-1985 requirements of fuel

economy, emissions, driveability

a Define control system performance.

a Develop basic control system configurations.

REFERENCES

RELATIONSHIP TO OTHER

MODELS/HISTORY OF MODEL

OPERATIONAL CAPABILITIES Models primary purpose is for investigating control

strategies for engine operations, fuel economy,

performance, and emissions. The model can analyze

turbocharged or normally aspirated engines. Standard, automatic, or continuous gearing transmissions can be handled. Various velocity profiles,

including EPA FTP, Fuel Economy test, or other user

specified velocity profiles can be modelled. Output

includes up to 27 engine and vehicle parameters as

well initial conditions and final cumulative fuel

economy and emissions. Data can be stored in a

file. Plots of any of the variables can be made.

it

K

Y

P'

3-29
HIGHWAY TRANSPORT

H-0023-80 (Cont.)

DATA INPUT REQUIREMENTS The engine is represented by a quasi-static engine

map (power, speed, torque, emissions, fuel flow,

etc.). The transmission is represented by masses,

`riction, mechanical efficiencies, and shift

points. Driving cycles initiate the calculation

procedure by specifying vehicle velocity as a

function of time.

ADVANTAGES Model can provide output in many different representations and can accommodate a range of engine

and transmission options.

VALIDATION Simulation results have been compared to actual

test results for EPA driving cycles. Areas for

improvement are noticeable; however, some parameters agree fairly well.

COMPUTING REQUIREMENTS VAX computer.

COST OF OPERATION

FUTURE POTENTIAL No follow-up work has been done.

AVAILABILITY Proprietary.

3-30
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HIGHWAY TRANSPORT

H-0024-83

TITLE A Simplified Program for Evaluating Diesel

Truck Performance

DATE Basic program dates back to December 1980. Latest

modification in March 1983.

AUTHOR Greenwald, L.E.

ORGANIZATION Hnited Technologies Research Center

SPONSOR Corporate

TRANSPORTATION MODE Highwe.y

APPLICATION Primarily civilian but could be applied to

b

l

military.

f;

y OBJECTIVE The primary objective of this model is to aid in

the processes of driveline selection, engine

sizing, and parametric evaluation of driving cycle

economy for large diesel trucks.

FOutput: The major output parameters resulting from

the simulation are:

- Vehicle performance (grade capability, engine

speed, available and required power).

h

- Fuel economy.

- Average speed and total cycle distance.

t - Emissions (requires additional input).

REFERENCES No formal documentation available.

HISTORY OF MODEL The model is one of a number of power rain

simulation programs developed by the United

Technologies Research Center for the purposes of

evaluating automotive engine and drivetrain

concepts at the systems level.

'i

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3-32

HIGHWAY TRANSPORT

H-0024-83 (Cont.)

OPERATIONAL CAPABILITIES The basic dynamical equations are Newton's Laws

which are common to all drivetrafn simulations. It

is the specific application as well as specialized

graphics and output routines which make the model

unique.

The model's capabilities are:

• Applicability to all vehicles with manual

transmissions, including gasoline powered.

• Quasi steady-stated dvnamics.

• All vehicle, chassis, and engine map parameters

can be varied.

• Hard copy computer graphics output of vehicle

performance.

• Versatility in synthesizing arbitrary driving

cycles.

ASSUMPTIONS The major assumptions are:

a Quasi steady-state dynamics.

a Simple gear shifting laws.

LIMITATIONS The transient operation is ignored; this introduces

error if a significant portion of the driving cycle

cannot be approximated by steady-state operation.

DATA INPUT REQUIREMENTS The data required as input to the model are:

• Vehicle and chassis data (weight, rolling

distance, drag coefficient, wheel radius, etc.).

• Engine data (maximum torque curve and fuel flow

map).

• Driving cycle specification.
I&

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HIGHWAY TRANSPORT

H-0024-83 (Cont.)

Accuracy: No changes needed or anticipated.

Input Data Accuracy: The accuracy of the input

data must be with ±5 percent.

ADVANTAGES

VALIDATION

COMPUTING REQUIREMENTS

COST OF OPERATION

FUTURE POTENTIAL

The advantages of this model are:

• Very rapid execution time (3 sec) making it

desirable for systems level or parametric design

and evaluation studies.

• Ease of operation (interactive or batch mode).

• Simple input (amount and format).

• Graphical output of vehicle performance, engine

maps, and other data.

The model is currently being validated. Some

portions of model have been substantiated at this

time.

The model code is written in Fortran 77 and

currently run on a Univac 1100/81A.

The model requires approximately 3 sec per case on

the Univac.

Costs would be user and application dependent.

Truck chassis data is inexpensive and easy to

obtain or approximate. The cost of engine maps

depends on whether they can be approximated from

the literature, must be obtained from test cells,

etc. Engine map library for present use is

proprietary, but any engine can be used as input to

program.

The model is continuously tailored for specific

studies as the need arises.

AVAILABILITY This model is proprietary to United Technologies.

It is available for use in funded and internal

studies. It is being used on current NASA/DOE

program.

3-33
HIGHWAY TRANSPORT

Model H-0025-81

TRUK!;T.M

Predecessor program F.NC 008 in 1961-1962. Name

changed, graphics added and made interactive in

1981.

Bracht, P.L., with many contributors.

International Harvester Truck Group (IH).

International Harvester.

Highway and off-highway.

All applications of large and small trucks and

similar vehicles.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE The primary use of this model is for internal

engineering analysis and development; in addition

special user applications are also performed. It

is capable of simulation of day-to-day vehicle

tests.

Output:

- The primary output from a route simulation is a

summary page, usually a hard copy from a CRT

terminal. There are also six optional

tabulations and five optional graphical outputs

currently available. Included in the output is:

Tabular Output:

- Summary page with line-by-line major increments.

- Engine fuel map.

- Numbers of upshifts and downshifts to each gear

at various torque levels.

- Time and „umber of cycles in each gear at

various torque levels.

- Matrix of time and percent of time in rpm bands

for each gear.

- Energy audit - HP-hours energy to each end

dissipation location.

P4LMED

r 3-35
3-36

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REFERENCES

HIGHWAY TRANSPORT

Model H-0025 -81 (Cont.)

Graphical Output:

- Gradeability - Wheel HP available and required

for each gear and a series of grades vs. mph.

- Acceleration Performance - MPH and distance

versus time on a specified grade.

- Steady-State Fuel Economy - MPH vs, vehicle mph,

all gears, clutching rpm to governor run-out

rpm.

- Gear Selection Chart - Engine rpm vs. mph for

all gears.

- Engine fuel map.

None published outside IH.

RELATIONSHIP TO TRUKSIM was derived directly from ENG 008 and

OTHER MODELS shares some component library files with TCAPE.

Due to the large number of variables which can be

modified for both hardware and driver or route

variations, it is equivalent to a whole series of

more rigid sismlation programs.

HISTORY OF MODEL The original program developed in 1961-62 was

titled ENG 008 and used machine language in batch

mode only with tabular output. It has been

continuously upgraded and improved. In 1981, a

major change was made to an interactive mode and

cathode tube graphic output and it became known as

TRUKSIM.

OPERATIONAL CAPABILITIES The model has capabilities for both steady-state

and transient operation.

Routes are divided into major increments of

constant grade (+, - or 0) with assigned distance,

initial speed limit and final speed limit for each

of these major increments. Steady-state periods

are combined with transient accelerations and

decelerations, each calculated as a series of minor

Increments of one mph change. Smaller mph

increments are optional to the user.
HIGHWAY TRANSPORT

Model H-0025-81 (Cont.)

ASSUMPTIONS It is assumed that transient operations can be

accurately simulated by a series of steady-state

minor increments which have a small mph change from

one minor increment to the next. The magnitude of

the mph change can be selected by the user.

LIMITATIONS A limitation of the current model is that certain

drivers' vehicle operation at times cannot be

exactly simulated with the existing simulation

options. More exact optional simulation of these

would produce minor changes in the performance and

economy calculated.

DATA INPUT REQUIREMENTS The user must furnish answers Lo a minimum of 57

questions up to 133 questions depending on the

responses given for the various optional choices.

Inputs include:

- Engine type and related data

- Transmissions

- Rear axle

- Body and trailer specifications

- Tire size

- Weights

- Shifting data

- Climate conditions (temperature, humidity, and

wind)

- Accessories installed

- Driving cycle

Data Input Accuracy: The accuracy of the input data

requirements reflect:

t

a Improved availability of data from component

e

suppliers determined using the new SAE test

procedures.

Q

- Engines: J1312 (also J1349 and 3816b)

g - Tires: J1379 (also J1380)

@ - Aero: J1252

- Driveline: J643b, J651c, 31266 and another

for manual transmissions.

- Fans and Accessories: J56, J1339, J1340,

J1341, J1342 and J1343.

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HIGHWAY TRANSPORT

Model H-0025-81 (Cont.)

® Onboard recording, in segtence, of driver choice

patterns for a variety of drivers on a variety

of routes with a variety of vehicles.

Accuracy: The long term development of the model

has resulted in flexibility in input data, route

data and optional driver variations such that final

accuracy now depends very little on the model.

Absolute accuracy depends on knowledge of all of

the 57 to 133 input variables. Relative accuracy

depends on knowledge of only those variables

directly involved in a specific vehicle change.

The input variables can be classified:

Descriptive of Exact Mathematically - 22 to 66

items (such as gear and axle ratios).

Reasonably Accurate Input Available - 6 to 26 items

(such as gross weight and frontal area).

Driver Choices - 9 to 15 items (such as "Does the

driver observe the speed limits?").

Difficult to Obtain Accurate .)ata - 7 to 13 items.

The vehicle related items that are most critical to

absolute accuracy (difficult to obtain and with a

large effect) are tire rolling resistance and drag

coefficients in the presence of wind at some yaw

angle. On some routes with lower road speeds

differences in driver extremes can double the fuel

consumption.

ADVANTAGES An advantage to this model is the extreme

flexibility with optional procedures, assumptions,

and a large library. New routes and/or components

can be readily added once data is available.

Changes in the program, the assumptions or the

output can be made by IH whenever needed without

accountability outside IH.

3-38
HIGHWAY TRANSPORT

Model H-0025-81 (Cont.)

VALIDATION Virtually all highway fuel economy tests run on

controlled route profiles by IH Truck Group

Engineering have been simulated as well as many

fleet average results furnished by IH customers.

When the critical input parameters and driver

habits can be based on measured rather than on

estimated input values, agreement close to two

percent or better is expected. more typically,

some of the parameters mist be estimated. Even

then, the effect of a change in a single component

can be predicted with excellent accuracy if the

parameters for the particular component (original

and alternate) are well known.

COMPUTING REQUIREMENTS The simulation program written in Fortran has been

adapted to several different computer hardware

systems, usually Digital Equipment or IBM.

COST OF OPERATION Computers which can handle the program at all can

complete the simulation calculations in a few

seconds even on a complicated route. The

interactive input/output time depends on the skill

of the user, but is usually several minutes. Many

manhours may be required to accumulate the input

information. Exact cost information is

proprietary.

FUTURE POTENTIAL Continued enhancement whenever needed.

AVAILABILITY This model is used by Truck Group Engineering. The

program and the library files are competitive

proprietary tools and to date have not been offered

for use outside IH. Negotiations for sale of the

program might be possible.

3-39

i
MARINE TRANSPORT

Model M-0001-68

USCG Icebreaker Propulsion System Simulation,

Program No. ENE-II

Completed August 1968

Lt. J.W. Lewis, USCG; LCDR E.J. Lecourt, USCG;

F.W. Scoville, CONSULTEC

U.S. Coast Guard Headquarters, Office of

Engineering, Icebreaker Design Branch

U.S. Coast Guard

Marine

• Icebreakers; Ice-strengthened cargo and service

ships.

• civilian and military.

Powertrain design analysis and evaluation of

alternatives.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCES ® Lewis, J.W., Lecourt, E.J., United States Coast

Guard Icebreaker Propulsion System Eimulation,

United States Coast Guard, Office of Engineering,

Phase I, II, III, IV, 1967-69.

® Major, R.A., Kotras, T.V., Lawrence, R.G.A.,

Digital Simulation of a Diesel AC-DC Icebreaker

Propulsion Systems

RELATIONSHIP TO The model is an assemblage of accepted relationOTHER MODELS ships between ship motion, shaft and propeller

motion, motor controller, generator and motor

armature currents, generator field, diesel engine

with governor, and bridge controller.

HISTORY OF MODEL A design project of a 12,000 ton 20,000 SHP

icebreaker (M-13) generated the need for this

simulation.

OPERATIONAL CAPABILITIES The model can be adapted for diesel-electric

propulsion of any ship. The modular form permits

changes in components and loading.

PRECU)ING PAG2 BLANK NOT FILMED

3-41
MARINE TRANSPORT

Model M-0001-68 (Cont.)

ASSUMPTIONS Various simplifying assumptions are implicit in the

relationships used in the model. Others can be

introduced via the Initial Conditions. Assumptions

concerning component characteristics can be

introduced via the Input Data.

LIMITATIONS No direct fuel efficiency output is provided, nor

is there a built-in optimization procedure.

Integration of the diesel power over time would

provide a measure of fuel consumption for a given

maneuver under specified conditions. Optimization

must be done by comparison of the results of

individual runs.

DATA INPUT REQUIREMENTS 104 data cards (up to 7 values on each) are

required to describe all system components, plus

definition of Initial Conditions. The fifth

section of the report gives instructions for each

of the 104 data cards.

ADVANTAGES The model describes relationships in sufficient

detail that a wide variety of diesel-electric

systems may be simulated.

VALIDATION The icebreaker model has been compared to and

calibrated by USCGC GLACIER performance data with

good results. Extrapolation into other ship types

would require similar procedure.

COMPUTING REQUIREMENTS Developed for use on an IBM 1130, with disk in

Fortran IV.

COST OF OPERATION Proportional to length of maneuver and the time

steps used (.08 sec to .20 sec). About 7 minutes

of computer time for 15 seconds of ship time, i.e.,

about 28 sec computer time per 1 second real time.

FUTURE POTENTIAL A library of subroutines and input data for

different types of components can be assembled to

make the program flexible and useful for a wide

range of diesel-electric ships.

AVAILABILITY Unclassified and in the public domain available

from Defense Technical Information Center, Defense

Logistics Agency. A full program listing is given

in the report (Phases I to IV plus a volume

entitled Ship Design and Maintenance Computer

Program).

3-42
MARINE TRANSPORT

Model M-0002-78

A Method of Predicting the Speed Reduction of

Turbocharged Marine Diesel Engines (in German)

Published 1978 (Motortechnische Zeitschrift)

Michael Grohn, Prof. Dr. Ing., Klaus Groth

University of Hannover

Research funding from the government of Lower

Saxony

Marine

• Medium speed, 4 cycle, marine diesels loaded by

a fixed propeller.

• Civilian and military.

Design and sizing of turbochargers for engines with

marine propeller loading.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODh

APPLICATION

OBJECTIVE

REFERENCES Grohn, Michael, Ein Verfahren Zur Ermittlung der

Drehzahlaruckung aufgeladner HochlerstungsSchiffsdieselmotoren, Motortechns:iche

Zeitschrift 39 (1978) 9.

RELATIONSHIP TO Five thermodynamic systems are included: power

OTHER MODELS cylinder; exhaust manifold; air receiver;

compressor; exhaust turbine. The simulation

basically is on an energy and mass exchange

formulation.

HISTORY OF MODEL Apparently extension of previous investigations at

various places.

OPERATIONAL CAPABIL'TIF.S Steady state performance to investigate stability

of the turbocharger installation, and SFC

variation.

ASSUMPTIONS Ideal gas; homogenous cylinder charge; no leakage;

stochiometric combustion; pressure and temperature

uniform in space; structural component temperature

uniform in space with no cyclical variation; no

heat transfer to cool side; no variation in RPM of

the combustion air system.

LIMITATIONS Specific type of marine power plant.

i

4

3-43

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B

f^

t

MARINE TRANSPORT

Model M-0002-78 ( Cont.)

DATA INPUT REQUIREMENTS Description of the five thermodynamic systems and

their interfaces.

ADVANTAGES Valuable design tool.

VALIDATION The model was validated by measurements taken by

the firm of MAN on an MAN Model V6V 52 / 55 engine.

COMPUTING REQUIREMENTS Unknown. However, since this is a steady state

model, the requirements are not expected to be

prohibitive.

COST OF OPERATION Unknown.

FUTURE POTENTIAL Further refinement and adaptation expected to be

feasible.

AVAILABILITY Via Government -to-government channels or via

academic avenues.

3-44

t y 
n+ 7^ __

MARINE TRANSPORT

Model M-0004-81

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

Applied Computer Simulation in Marine EngineeringClutch Maneuvering Assessment

Published January/February 1981 (Shipbuilding &

Marine Engineering International).

K.W. McTavish

Y-ARD Ltd., Glasgow

Royal Navy

Marine, naval

APPLICATION ® Design evaluation of transient loads, energy

losses and control schemes for components of a

twin screw CODOC ship with controllable pitch

propellers during maneuvering.

® Civilian and military.

OBJECTIVE Asse„s the duty of a friction clutch in the diesel

engire drive train.

REFERENCES McTavish, K.W., "Applied Computer Simulation in

Marine Engineering - Clutch Maneuvering Assessment,” Shipbuilding and Marine Engineering

International, Feb. 1981.

RELATIONSHIP TO Based on Y-ARD experience in simulation. The

OTHER MODELS governing general equations are given.

HISTORY OF MODEL Not given

ASSUMPTIONS Not given except as implicit in the general

relationships provided.

LIMITATIONS Assembled from accepted component modules for a

specific type of propulsion plant.

DATA INPUT REQUIREMENTS Individual ship ( hull) characteristics and

machinery component characteristics. The ship data

requires preliminary tank testing of a model.

ADVANTAGES Different component characteristics can be

inserted. The model can be exercised for transient

conditions.

3-45
MARINE TRANSPORT

Model M-0004-81 (Cont.)

VALIDATION

COMPUTING REQUIREMENTS

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY

By practical trial results of a full scale ship.

Not given

Not given

Expansion, adaptation and refinement feasible.

Proprietary

3-46

t
MARINE TRANSPORT

Model M-0006-78

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

Analysis of Shipboard Energy Systems

Published 1978, Society of Automotive

Engineers, Inc.

J. Fake, T. Rozenman, J. Pundyk

PFR Engineering Systems, Marina Del Rey, California

U.S. Navy, David Taylor Naval Ship Research and

Development Center, Carderock, Maryland.

Marine, naval.

APPLICATION e Fuel consumption rate comparisons for a marine

power plant. The original simulation was for a

DD 963 plant of two gas turbines with a diesel

generator.

® Civilian and military.

OBJECTIVE Compare total fuel consumption for alternative

arrangements under a given operation profile.

REFERENCES Fake, J., Rozenman, T., Pundyk, J., "Analysis of

Shipboard Energy Systems," SAE/P-78/75.

RELATIONSHIP TO Each component is modelled according to some

OTHER MODELS simplifying assumptions.

HISTORY OF MODEL Contract development.

OPERATIONAL CAPABILITIES Annual total fuel consumption and fuel rates at

different speeds can be determined.

ASSUMPTIONS A speed-power curve was stipulated, gas turbine

performance was portrayed by a generalized map,

diesel engine fuel curve was assumed and generator

efficiency was assumed versus output, 3000 hours

per year operation was assumed with no time at

anchor.

LIMITATIONS This is a steady state model. More detailed

component characteristics may be required for finer

results.

3-47

k

r

1
MARINE TRANSPORT

Model M-0006-78 (Cont.)

DATA INPUT REQUIREMENTS Component characteristics in the form of arrays or

functions and ship resistance data to give a

speed-power curve.

ADVANTAGES A reasonably accurate design tool which permits

substitution of operating arrangements and

profiles.

VALIDATION From shop trial data.

COMPUTING REQUIREMENTS Not given. Would appear to be reasonable.

COST OF OPERATION Not given.

FUTURE POTENTIAL Can be adapted to new types of prime movers and

energy systems by modular substitution. The

schematic diagram of the system permits adaptation

by change of individual components and interface

relationships.

AVAILABILITY Unclassified, government property. Some of the

original data may be classified.

3-48
MARINE TRANSPORT

Model M-0007-83

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATIONS

OBJECTIVE

REFERENCES

RELATIONSHIP TO

OTHER MODELS

Systematic Design of Marine Propulsion Systems

Not shown. (Published in proceedings of

International Symposium on Advances in Marine

Technology.)

Prof. R.V. Thompson

University of Newcastle upon Tyne, England

Vosper Thornycroft (UK) Ltd.; Royal Navy

Marine

• Comparison of alternative arrangements for a

specialized minesweeping vessel.

• Civilian and military.

Evaluation overall dynamic performance capabilities

of a minesweeper with distinct operating modes.

Thompson, R.V., Systematic Design of Marine

Propulsion Systems, International Symposium on

Advances in Marine Technology.

Based on experimental relationships or previously

accepted formulations, but a new ship and propeller

model was devised for the slow speed drive mode.

HISTORY OF MODEL A result of the long term program of mathematical

analysis and simulation for design evaluation and

for specification of components. In this case, the

design of a shore test facility also was required

and considered.

OPERATIONAL CAPABILITIES Identify dynamic loads during maneuvering and

various modes of plant operation.

ASSUMPTIONS Linearized relationships applied where feasible.

Generalized relationships and block diagram shown.

LIMITATIONS This particular model is described to indicate the

complex propulsion systems that can be simulated.

Limitations become a matter of simulation economics

rather than technical bounds.

3-49
MARINE TRANSPORT

Model M-0007-83 (Cont.)

DATA INPUT REQUIREMENTS Individual component characteristics must be

defined. Ship and propeller characteristics are

derived from preliminary model test.

ADVANTAGES Substitution of component modules is feasible and a

wide variety of systems can be simulated under

transient or dynamic conditions.

VALIDATION Shore test facility results how good agreement.

Full scale ship trial results for the plant

described were not yet available at time of writing

of the paper.

COMPUTING REQUIREMENTS Not given.

COST OF OPERATION Not given.

FUTURE POTENTIAL The model can be expanded and adapted as necessary

to suit specific power plant installations.

AVAILABILITY Proprietary

4

3-50
ADVANTAGES Performance predictions, including fuel rates, and

control requirements during the design phase of a

particular type of marine propulsion system.

4

t 3-51

q5^^ —_

MARINE TRANSPORT

Model M-0008-70

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

Selection and Simulation of Marine Propulsion

Control Systems

Post- 1970

C. Pronk

Lips, N.V., Drunen, Holland

Lips, N.V.

Marine

APPLICATION ® Diesel engines driving marine controllable pitch

propellers. (Lips produces marine propellers.)

e Civilian and military.

OBJECTIVE The selection of control parameters for the

installation and behavior of the entire system

while maneuvering can be examined.

REFERENCES Pronk, C., "Selection and Simulation of Marine

Propulsion Control Systems."

RELATIONSHIP TO Not given. Some of the relationships used are

OTHER MODELS shown.

HISTORY OF MODEL Conwiercial project.

OPERATIONAL CAPABILITIES Steady state performance and dynamic conditions.

ASSUMPTIONS Ship motions other than ship translation and shaft

rotation are considered as time dependent disturbances. Waves are considered as sine functions

with a probability distribution of amplitude.

Other assumptions are implicit in the equations

shown.

LIMITATIONS The simulation is designed for diesel or gas

turbine drive of a single propeller.

DATA INPUT REQUIREMENTS The system and the environment must be fully characterized, including the hull.

NIro
MARINE TRANSPORT

Model M-0008-70 (Cont.)

VALIDATION Requires full scale ship trial data.

COMPUTING REQUIREMENTS Coded for an IBM 1130 with 5.5K core storage. Uses

approximately 9 minutes for a 25 second real time

maneuver (67 time steps).

COST OF OPERATION Not given.

FUTURE POTENTIAL Can be modified for other types of prime mover.

AVAILABILITY Proprietary

3-52
MARINE TRANSPORT

Model M-0009-73

Computer Aided Marine Power Plant Selection

1973

R.I. Newton

Massachusetts Institute of Technology

U.S. Navy

Marine

• Merchant-type ships, 10,000 to 50,000 SHP range.

• Civilian and military.

Assist in power plant selection at the preliminary

design stage, considering the ship as a whole

including economic factors.

Newton, Roy Irwin, Computer Aided Marine Power

Plant Selection, Bachelor's Thesis, MIT, June 1973.

Derived from many other models.

Developed as Thesis in the Department of Ocean

Engineering for the degree of Ocean Engineer.

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCES

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES Gives comparable economic indices for 6 types of

plant (steam turbine, non-reheat and reheat; medium

speed diesel; direct-connected diesel; A/C derivative gas turbine; 2nd generation CT) for a given

set of hull, speed, utilization conditions and cost

functions.

ASSUMPTIONS Steady operating profile at design speed and power.

No alteration to hull structure costs due to varying plant + fuel weight or volume.

LIMITATIONS Speed and power ranges; technical data inputs;

inflexibility since some data is implicit in the

program statements.

DATA INPUT REQUIREMENTS 21 Variables (3 data cards). All other data, relationships and cost factors are within the program

and difficult to vary or update.

3-53

V
MARINE TRANSPORT

Model M-0009-73 (Cont.)

ADVANTAGES Simplicity and ship-as-a-whole approach.

VALIDATION Has been compared to similar type manual design

estimates with good results.

COMPUTING REQUIREMENTS Programmed for IBM 370/165 computer in Fortran IV,

Level G-1. Listing (464 cards) is given.

COST OF OPERATION Not given

FUTURE POTENTIAL Modification and modularization feasible to provide

greater flexibility as a preliminary design tool.

AVAILABILITY Proprietary to M.I.T.

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3-54
` 

f` PAIL TRANSPORT

Model L-0002-78

TITLE The U.S. DOT/TSC Train Performance Simulator (TPS)

DATE Completed 1978

AUTHOR. M.E. Hazel

ORGANIZATION U.S. Department of Transportation

Transportation Systems Center

Kendall Square

Cambridge, MA 02142

SPONSOR U.S. Department of Transportation

Federal Railroad Administration

Office of Research and Development

Washington, D.C. 20590

TRANSPORTATION MODE Railway

APPLICATION Civilian

OBJECTIVE The objective of this model is to simulate the

operation of a train over a railway route. It can

be used for a variety of applications, e.g., for

determining the effects of operational strategy or

equipment change on energy consumption and

schedule.

REFERENCES 1. Hazel, M.E., "The U.S. DOT/TSC Train Performance Simulator," Report No. FRA/ORD-77/48, U.S.

Department of Transportation, Federal Railroad

Administration, Washington, D.C., September

1978.

2. Hopkins, J.B., Hazel, M.E., and McGrath, T.,

"Railroads and the Environment, Estimation of

Fuel Consumption in Rail Transportation, Volume

III - Comparison of Computer Simulations with

Field Measurements." Report No. FRA-OR&D-75-74.

III, U.S. Department of Transportation, Federal

Railroad Administration, Washington, D.C.,

September 1978.

3-55
RAIL TRANSPORT

Model L-0002-78 (Cont.)

3. Hitz, J.S., "Amtrak Fuel Consumption Study,"

Report No.FRA/ORD-81/42, U.S. Department of

Transportation, Federal Railroad Administration, Washington, D.C., February 1981.

RELATIONSHIP TO This model was originally developed by the Missouri

OTHER MODELS Pacific Railroad. It has been adapted to ^.he TSC

DEC system-10 computer and has been modified to

further expand its capabilities. Currently, it is

available in two versions - one for DEC-10 and the

other as an ANSI-compatible FORTRAN Source code.

OPERATIONAL CAPABILITIES Results of Simulation: Calculates gallons of fuel

used over a particular train route. In addition,

it generates a listing which provides speed,

coupler force, acceleration, throttle notch

settings, brake application and release as well as,

optionally, incremental energy used at every time

or distance interval.

Structure: U.S. DOT/TSC TPS is a very flexible

program. It has built-in (default) values for

almost every parameter, including the complete

specification of a train.

The program calculates fuel consumption from

estimates of tractive effort and velocity at any

instant. The acceleration and deceleration values

are calculated based on balance between locomotive

tractive effort and train resistance. Significant

flexibility is built in for selecting the ideal

train resistance equation for a particular

application. Optional features allow for coasting

overspeed and complete specification of the

tractive effort curve.

ASSUMPTIONS The fuel consumption is calculated based on

horsepower being generated at any instant and

running energy rate in ga7lons per horsepower-hour.

This assumes a constant transmission efficiency and

a running energy rate for the locomotive. These

can, however, be curve fit with an accompanying

data file.

t.'

i

3-56
RAIL TRANSPORT

Nodal L-0002-78 (Cont.)

LIMITATIONS

DATA INPUT REQUIREMENTS

1. Velocity initialization is not permitted, i.e.,

the speed profile begins and ends at zero mph.

2. If wind effects are to be incorporated in

calculating the train resistance, the velocity

and direction of wind have to be constant for

the entire run.

3. There are no provisions for simultaneous

application of power and brakes as done in real

life to keep the train stretched.

4. The train resistance models are not accurate

above 80 mph.

5. The tractive effort is assumed to be in a

continuous curve, not quantized by notch settings as is the case in a real locomotive.

Locomotive Data:

- Wt. in tons

- Length in feet

- Rated HP

- Number of axles

- Running energy rate in gallons/HP-hour

- Idling energy rate in gallons/minute, and

- Transmission efficiency

Train Data:

- Number of loaded and empty cars

- Weights of loaded and empty cars, and

- If desired, all parameters for each car

Route Data:

- Lengths

- Stops

- Curvatures

- Elevations, and

- Speed limits for the route segments

Obtaining and inputing these data are very labor

intensive tasks.

3-57
RAIL TRANSPORT

Model L-0002-78 (Cont.)

Train Resistance Model - Option of one of the

following six models (Ece Ref. 1)

- Modified Davis

- Canadian National

- Canadian National-Erie Lackawanna

for TOFC/COFC

- Totten-Streamlined passenger

- Totten-nonstreamlined passenger, and

- Custom coefficients

ADVANTAGES This program is written primarily to assist a

railroad in planning its train operation over a

particular route. It can be, an: perhaps has been,

used to estimate the effects of various options on

fuel consumption and schedule. Some of the options

that can be considered are:

• Effects of adding or dropping a locomotive unit

to or from the train,

• Effects of adding or dropping tonnage to or from

the train,

• Effects of track relocation or reconstruction,

etc.

The program is simple to use and changes can be

made with relative ease.

VALIDATION The program has been extensively validated (see

Refs. 2 and 3). It has been used to simulate the

operation of several different freight trains over

different terrains. The overall agreement is shown

to be within 2%; however, some specific runs have

shown variations as large as 10% to 15% from test

results.

COMPUTING REQUIREMENTS The program runs on DEC-10, although an IBM version

is also available. Both DEC and ANSI versions are

available. A typical Northeast corridor run (New

York to Boston) costs about $20 to run. However,

the cost is strongly dependent on how many speed

changes and how many track segments are included in

the simulation.

4 3-58
RAIL TRANSPORT

Model L-0002-78 ( Cont.)

AVAILABILITY The program is available to any user for $150 from

TSC. A 9-track tape ( 1600 bpi), control no. FR028,

is provided. This tape includes the source code as

well as user documentation.

3-59
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3-61

RAIL. TRANSPORT

Model L-0004-75

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Fuel Utilized T• .ffective - Locomotives

(FUEL)

December 1975

J.N. Cetinich

Emerson Consultants, Inc.

30 Rockefeller Plaza

New York, New York 10020

Union Pacific Company

Railway

Civilian

OBJECTIVE The model is used to investigate the effect of

train operating strategies upon consequent changes

in fuel consumption, horsepower required and

minimum train running time over a territory.

REFERENCE. Cetinich, J.N., "Fuel Efficiency Improvement in

Rail Freight Transportation," Report NO.

FRA-OR&D-76-136, PB 250 673, Dept. of

Transportation, Federal Railroad Administration,

Washington, D.C., December 1975.

RELATIONSHIP TO This model needs as an input the output of a Train

OTHER MODELS Performance Calculator computer model.

OPERATIONAL CAPABILITIES Results of Simulation: The model determines fuel

consumption, horsepower required and minimum train

running time for given maximum speeds allowed and

horsepower per trailing ton limits between all

power change points (i.e., locations where train

consist may change, either the locomotive set or

trailing cars, or both).

ASSUMPTIONS The Modified Davis Formula in a Train Performance

calculator is used to calculate train resistance

for use in the model.

i

aECEDINC PAGE SLAINK NOT FIS.WED
RAIL TRANSPORT

Model L-0004-75 (Cont.)

LIMITATIONS 1. The energy calculation assumes the train to be

one mass, which would make the prediction for

long train traversing an undulated terrain

inaccurate.

DATA INPUT REQUIREMENTS The following data are required:

- Dispatcher's record of movement of trains

- Listing of premium and regular trains (they

have different speed limits)

- Locomotive horsepower list

- Manifest train schedules.

- Locomotive tonnage rating tables

- Terrain profile

- Train information, such as horsepower used and

total trailing ton for each train

- Output from a Train Performance Calculation

Computer Model

ADVANTAGES The model provides a global overview of effects of

train operating strategies on a particular

territory.

VALIDATION The output from the Train Performance Calculator

(TPC) was validated as were other elements of the

FUEL Program and the overall output of the program.

The TPC validation included dynamometer car runs,

as well as locomotive speed tapes. The TPC program

was found to underestimate fuel consumption by 8%.

From the extensive validation, it was concluded

that the program can accurately provide differences

in fuel consumed, horsepower required, and minimum

running time for changes in operating strategies.

3-62
RAIL TRANSPORT

Model L-0005-81

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MOnE

APPLICATION

Freight Train Fuel Consumption Program

February 1981

John D. Muhlenberg

The MITRE Corporation

1820 Dolly Madison Boulevard

McLean, Virginia 22102

U.S. Department of Transportation

Federal Railroad Administration

Washington, D.C. 20590

Freight Train

Civilian

REFERENCES 1. Muhlenberg, J.D., "Resistance of a Freight

Train to Forward Motion - Volume IV, User's

Manual for Freight Train Fuel Consumption

Program", Report NO. FRA/ORD-78/0.4 IV, U.S.

Dept. of Transportation, Federal Railroad

Administration, Washington, D.C. 20590.

2. Computer program magnetic tape available as

PRA/ORD/MT-78/0.4 IV.

RELATIONSHIP TO Unlike most train operation simulator programs,

OTHER MODELS this program was specifically written to calculate

fuel consumption of a freight train. Although it

provides values of other parameters needed to

calculate fuel consumption, the program does not

purport to be a train operation simulator.

OPERATIONAL CAPABILITIES Structure: The program consists of a main program

and two subroutines, one deals with the track

characteristics and the other incorporates the

tractive effort characteristics of various

locomotives.

r

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o
RAIL TRANSPORT

Model L-0005-81 (Coot.)

The program calculates energy usage (and consequently fuel consumption) by multiplying tractic

effort by distance travelled at that effort. When

the net tractive effort is zero, the engines are

assumed to be idling and the fuel consumption

reflects this idle rate.

Results of Simulation: The output of the program

includes time, distance, fuel consumption, cumulative fuel consumption, velocity, acceleration,

train resistance, throttle position or braking

effort, and rate of fuel consumption.

ASSUMPTIONS The fuel consumption at each iteration step is

calculated based on multiplying train tractic

effort by distance travelled in that iteration

step. The transmission efficiency is assumed to be

constant in doing so. Also, the track corresponding to each vehicle in the train is assumed to

be described by the same track record. Thus,

variations in track characteristics along a long

train cannot be accommodated. Also, since the

program is not intended to be a train performance

simulator, some details of operating the braking

system or throttle which could possibly affect fuel

consumption are omitted.

LIMITATIONS 1. The program cannot handle the commonly used

practice of train stretching (by applying power

and brakes simultaneously).

2. The effects of cross wind are neglected.

3. The equation used to calculate acceleration of

the train treats the whole train as a lumped

mass. This will be inaccurate while simulating

a long freig;it train over an undulating profile.

4. Locomotives can be located only in front of the

train.

3-64

C
RAIL TRANSPORT

Model L-0005-81 (Cont,)

DATA INPUT REQUIREMENTS The program already contains two general data

files, one containing the characteristics (such as

areas of cross-section, weight, aerodynamic

parameters, etc.) of 21 types of rolling stock

including rnree types of locomotives, the second

containing additional information on locomotives

(such as initial tractive effort, fuel consumption

rates in idle and while dynamic braking, etc.)

The operator needs to prepare three other stored

data files. The first among these is the train

file which provides car type (referred to the above

data file) and net weight of vehicle load in tons

for each car. The second file contains order in

which the cars are placed in the train. The third

file includes track information, i.e., distance,

grade, grade equivalent of curvature, and speed

limit.

Finally, as it is set up, the operator is supposed

to provide the following additional data on an

interactive basis:

- No. of locomotives,

- No. of vehicles in train,

- No. of track record,

- Start print,

- Operational speed limit (max. speed limited for

the simulated trip),

- Estimated headwind, and

- Data print option.

ADVANTAGES Since this program already incorporates information

on most commonly used railcars and locomotives, it

is relatively easy to use. Also, it is easy to

modify since it is extensively documented.

VALIDATION The program is claimed to have been validated with

comparative success and is expected to predict

actual fuel consumption within +0% and -10%.

3-65

U+
RAIL TRANSPORT

Model L-0005-81 (Cont.)

COMPUTING REQUIREMENTS The program is written in FORTRAN IV for an IBM 370

system. A typical case which simulates consumption, 100 gallons of fuel, uses approximately 100

cpu secs.

AVAILABILITY The program is available to any user. The

reference cited earlier contains a listing of the

program. Alternatively, MITRE will provide a card

deck for the cost of producing it. Finally, NTIS

can provide a magnetic tape of the program.

i 3-66

c

V
TITLE The Transportation Energy Model,

Carnegie-Mellon

DATE July 1977

AUTHORS S.N. Talukdar and R.A. Uher

ORGANIZATION Carnegie-Mellon University

Pittsburgh, Pennsylvania

SPONSORS Department of Transportation

AAR

TRANSPORTATION MODE Electric and Diesel Powered Trains

APPLICATION Civilian

OBJECTIVE The model was originally developed to provide a

realistic, computer-based tool to predict energy

consumption and cost associated with an

electric-powered transportation system. Later it

was modified to incorporate diesel-powered trains

as well.

REFERENCES 1. Talukdar, S.N., and Uher, R.A., "Energy

Management for Electric Powered Transportation

Systems," prepared by Carnegie-Mellon University

for the Dept. of Transportation, July 1977.

2. Conversatic., with Dr. R.A. Uher, (412) 578-2961

(since no documentation exists for the

modification incorporating diesel-powered

trains).

RELATIONSHIP TO The model contains two principal components which

OTHER MODELS are linked together to simulate thu actual

operation of a transportation system. The

components are:

1. The Train Performance Simulator

2. The Electric Network Simulator

For the diesel-powered trains, the second component

is not needed.

3-67
RAIL TRANSPORT

Model L-0009-77 (Cont.)

HISTORY OF MODEL The model was originally developed to simulate only

an electric-powered transportation system. Later

it was modified to Include capabilities to simulate

a diesel-powered train. The research team at

Carnegie-Mellon is now in the process of creating

data files to simplify data input for standard

vehicles and tracks.

OPERATIONAL CAPABILITIES This model is one of the most detailed models

available. Examples of its versatile capabilities

are:

• Given a schedule, it can compute an optimum

operational strategy which will minimize fuel

usage.

• The train is split in cells to allow accurate

simulation of a long train traversing a profile

with many short length grades and curves.

• A complete graphic package is provided.

• It has the ability to predict the affect of

track class on train resistance and, hence, on

fuel usage.

Results of Simulation: Primary variables

describing energy consumption, power demand, speed

vs. position, time vs. position and cost of energy

for a given schedule.

Structure: The program contains two components:

The Train Performance Simulator and The Electric

Network Simulator. An optional Energy Cost

Simulator can be added if desired. For an

application dealing with diesel-powered trains, the

second component is unnecessary. Each component

incorporates a large number of modules, which are

easy to change. Also, the Train Performance

Simulator has been designed to interact with the

automated control and Optimization Program so that

optimum speed profiles, etc. can be determined and

tested.

3-68
RAIL TRANSPORT

Model L-0009-77 (Cont.)

ASSUMPTIONS There are no major assumptions made in the program.

LIMITATIONS The developers of the program are in the process of

constructing libraries for track, freight car and

locomotive data. Until these libraries are made

available, the data input will take some effort.

DATA INPUT REQUIREMENTS The following input parameters are required:

1. The physical characteristics of the train, e.g.,

weight, length, cross-sectional areas, etc.

2. The Per`.ormance Characteristics of the

propul '.on system, e.g. gallons/minute as a

function of notch position, speed and tractive

effort (if not available, gallons/minute as

function of horsepower).

3. Vehicle braking system characteristics.

4. Transportation system layout, e.g., track,

terminal, station location.

5. Track profile, e.g., speed limits, grade,

curvature, etc. Also, PSD of track geometry

variations, if available; otherwise, track class

(1-6).

6. Train time table.

7. Control philosophy, e.g., acceleration-braking

rates.

ADVANTAGES This model is one of the most detailed models

available. Also, it is structured in such P. way

that one can simulate as simple a case or as

complicated a case as one wants to. The

structure allows significant flexibility in

changing and modifying parts of the program.

3-69

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RAIL TRANSPORT

Model L-0009-77 (Cont.)

VALIDATION

COMPUTING REQUIREMENTS

AVAILABILITY

The following validation tests have been performed:

• The Washington Metro Blue and Red Lines test in

which the energy consumption was predicted

within ±3X.

• The Metroliner test in which the energy

consumption was predicted within ±5X.

• The Amtrak tests on 5 passenger train routes in

which the energy consumption was found to be

within ±5 % of predicted values.

The program is written in FORTRAN to run on DEC-20

and VAX computers. A typical 50 mile run will use

15 seconds of CPU. It uses 60k Byte of space.

The program is available to any user, in any format

desired. For $625, the university will provide the

tape, guideline books, and test cases.

K

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RAIL. TRANSPORT

Model L-0010-78

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

A Multi-Purpose Train Performance Calculator (TPC)

December 1978

R. Mittal and A. Rose

EE/CS Department

Union College

Schenectady, New York 12308

U.S. Department of Transportation

Federal Railroad Administration

Washington, D.C. 20590

Passenger Train

Civilian

The program simulates the operation of a passenger

train over a rail route and predicts route schedule

and fuel use.

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCE Heilman, H., Kahrs, C., and Williams, G., "A MultiPurpose Train Performance Calculator, Volumes 1 and

2", prepared by Union College, Schenectady,

prepared for the U.S. Dept. of Transportation,

Federal Railroad Administration, Washington, D.C.

20590.

RELATIONSHIP TO Although this program is similar to other train

OTHER MODELS performance calculator programs, it seems to have

been developed entirely at Union College.

OPERATIONAL CAPABILITIES Results of Simulation: The TPk; output is in the

form of tables showing speed, time, fuel used, and

energy consumption to reach each station along the

route. In addition, plots of speed, time and fuel

versus distance travelled are generated.

Structure: TPC is designed to run in a

batch-processing environment in which its input

comes from data cards or from on-line disk files

containing locomotive data, car data and track

data.

3-71
RAIL TRANSPORT

Model L-0010-78 (Cont.)

The program is modular in structure with fifteen

subroutines supporting the main program.

The train is treated as a point mass which is acted

on by accelerating and retarding forces. The

resulting acceleration (or retardation), speed,

location and energy used are then calculated at

each time interval, Two guidelines arc followed in

simulating the operating cycle:

- accelerate to the speed limit, using maximum

effective motive power, and

- brake at the maximum rate permitted to maintain

passenger comfort.

ASSUMPTIONS The program assumes that the train can be modelled

as one lumped mass. This is probably adequate to

describe a relatively short passenger train (i.e.,

it would not be so for long freight trains).

The fuel consumption in gallons/hour is assumed to

depend only on percent of available tractive effort

being used at any instant. Also, the transmission

efficiency is assumed to depend only on the speed

of the train.

LIMITATIONS 1. The program uses the Davis' equation for

calculating train resistance, which is accurate

only up to speed of 50 mph. A more accurate

equation (such as that developed by Tuthill)

can be incorporated only by a program change.

2. Like in most programs of this type, the fuel

consumption characteristic of the locomotive is

not calculated explicitly from the design

parameters, but has to be provided as a function

of percentage tractive effort.

3-72
RAIL TRANSPORT

Model L-0010-78 (Cont.)

DATA INPUT REQUIREMENTS Locomotive Data: The data for the most popular

locomotives are already provided. For a locomotive

not in the list, the following data are required:

- Weight in tons,

- Length in feet,

- Frontal area in square feet,

- Auxiliary power in kilowatts,

- Maximum traction horsepower,

- Fuel consumption in gallons/hour of auxiliary

generators

- Tractive effort and transmission efficiency

for each mph value from 0 to 120 mph, and

- Fuel consumption in gallons/per hour

corresponding to each percent of its

available tractive force.

Car Data: The data for the most popular rail cars

are already provided. For a coach not in the list,

the following parameters are required:

- Values of coefficients for the Davis'equation

- Car weight in tons,

- Car length in feet,

- Passenger capacity, and

- Frontal area in s q uare feet.

Track Data: The following data are r equired for

each track segment:

- Length,

- Grade,

- Curvature, superelevation,

- Speed limit for passenger train,

- Mile post,

- Station name, and

- Compensated grade (for a section with both

grade and curve).

ADVANTAGES This program is written specifically to simulate a

limited case of passenger train operation. The

advantages of making it so specific are:

The data for most commonly used locomotives

and coaches are already provided.

3-73
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RAIL TRANSPORT

Model L-0010-78 (Cont.)

- The requirements which are specific to a

passenger train operation, such as auxiliary

power usage, are included in the program.

This makes the fuel use prediction more

accurate than if a freight train program were

used for this application.

VALIDATION The program has been used to study the energy

intensity of AMTRAK trains in the New York to

Buffalo corridor. Although the program is claimed

to predict the schedule quite accurately, no

information is available on the accuracy of its

fuel use predictions for those runs.

The program has been validated against TSC'a Train

Performance Simulator,

COMPUTING REQUIREMENTS The program is writen in FORTRAN and is designed

for executivn in a medium-sized machine. The model

has been imrlemented on a Burroughs B-6700 at Union

College and on DEC-10 at the Transportation Systems

Center (TSC), U.S. DOT, Cambridge, Massachusetts.

AVAILABILITY The program is available to any user. It is

available from TSC on the same tape as TSC's Train

Performance Simulator for a total price of $150.

3-74
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RAIL TRANSPORT

Kodel L-0011-83

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODF

APPLICATION

Train Operations Simulator (TOS)

1983 (Latest update)

N.W. Luttrell

The Southern Pacific Transportation Company

The Track-Track Dynamics P*.)gram AAR

Railway

Civilian

OBJECTIVE To simulate the performance of a diesel-electric

locomotive and conventional freight car running

over a specified territory. The user has the

option of having the program calculate the Intrain forces developed during the run or calculate

the amount of fuel consumed.

REFERENCE Luttrell, N.W., et al, "Train Operations

Simulator, User's Manual, Track-Train Dynamics,"

Release 4.20, the Association of American

Railroads (AAR) Technical Center, Chicago, IL,

1983.

RELATIONSHIP TO Independently developed as a part of Track-Train

OTHER MODELS Dynamics Research Program.

HISTORY OF MODEL The TOS is one of the most widely used models in

the industry. Initially developed to study train

make-up and train handling, it is now capable of

pro r iding estimates of fuel consumption of a train

over a given track.

OPERATIONAL CAPABILITIES The program is exceptionally detailed in modeling

the behavior of air brakes and dynamic braking.

Also, the train handling instructions can be

provided explicitly in terms of throttle and brake

settings and specifi.dtions. An automatic train

operation option is also provided, which attempts

to operate the train over the specified track in

the minimum running time. Finally, a relatively

sophisticated method is used to estimate wheel/rail

adhesion.

3-75

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RAIL TRANSPORT

Model L-0011-83 (Cont.)

The program can be run either to calculate in-train

forces or the amount of fuel consumed.

Results of Simulation:

When the program is used to calculate fuel

consumption, the output includes:

- time,

- mile post,

- distance,

- speed limit,

- throttle position,

- actual speed,

- status of the air brake system,

- accumulated fuel consumption, and

- load factor (which indicates how "hard" the

locomotives are working)

ASSUMPTIONS a Tracks are considered to be perfect

• An arbitrary division between vehicle and load

weight is made

• Locomotive tractive effort and dynamic braking

data are approximated by linear, quadratic, and

hyperbolic curve segments.

LIMITATIONS 1. Due .:o the detail and flexibility inherent in

TOS, its execution time is higher than most

other fuel consumption models.

2. TOS assumes perfect track. Thus, the effects of

track irregularities on fuel consumption cannot

be simulated.

3. There are still some bugs in the program which

are being fixed.

4. The plotting routines require an inordinate

amount of computer time.

5. Under the automatic operation command, the

throttle position may advance unrealistically

fast.

3-76

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RAIL TRANSPORT

Model L-0011-83 (Cont.)

DATA INPUT REQUIREMENTS The following input parameters are needed:

1. Title Information

2. Track Data

- Direction

- Speed limits and station names

- Curvature data

- Elevation data

3. Vehicle data

The vehicle consist can be specified by either

utilizing standard vehicle library or by

entering relatively detailed vehicle

characteristics. Data required in the latter

case includes weight, lengths and specifications

of coupler and brake systems, Davis equation

coefficients, etc.

For locomotives, additional data are required

including tractive and dynamic braking data.

ADVANTAGES One advantage of TOS Is its ability to simulate

various methods of train handling and its effects

on fuel consumption. Most other programs do not

have this option; they simulate automatic operation

in which the train's running time is minimized

within the constraints of the speed limits. The

program, on the other hand, may he more expensive

to run than the other programs.

VALIDATION Many railroads are using the TOS program including

Burlington-Northern, Chicago E North Western,

CONRAIL, CSX, Illinois Central Gulf, Norfolk

Southern, and Western Pacific. The fuel

calculations have been hand checked.

COMPUTING REQUIREMENTS Various versions of the program are available to

run on IBM, DEC-20, PRIME and Burroughs computers.

It needs 12 cpu sec. to produce fuel consumption

estimates for one mile of track.

i

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I 3-77
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RAIL TRANSPORT

Model L-0011-83 (Cont.)

AVAILABILITY The program is available to any user for $50. AAR

will provide a tape and the following four

documents.

• User's manual (to run the program).

• Technical manual (to understand the model).

• Programming manual (to make changes).

• Validation report (TOS against a Southern

Pacific teat train).

3-78
RAIL TRANSPORT

Model 1-0012-65

REFERENCES

RELATIONSHIP TO

OTHER MODELS

OPERATIONAL. CAPABILITIES

Train Performance Calculator - AAR

Mid 1960s

Operated by Stuart Mc Ewan at AAR.

Association of American Railroads (AAR)

Freight and Passenger Trains

Civilian

To predict energy usage of a train with a

diesel-electric, an electric or a steam propulsion

system.

Anon,, "User's Manual for NRPC Train Performance

Calculator," AAR. Available from Stuart Mc Ewan

(312-567-3593).

This model is a FORTRAN rewrite of Canadian

National Railway's TPC.

This model uses the original Davis formula for

obtaining resistance of diesel-electric locomotives

and passenger cars. The power being used at any

instant is compared with the maximum power

available at that velocity. The resulting load

factor provides fuel consumption. Just one

tractive effort curve is provided.

TITLE.

DATE

AUTHOR

ORGANIZATION

TRANSPORTATION MODE.

APPLICATION

OBJECTIVE

ASSUMPTIONS I. The original Davis formula is used for

calculating train resistance. This is accurate

only at low speeds.

2. Only one tractive effort curve is used.

LIMITATIONS No provision for throttle position changes.

I

3-79

e
RAIL TRANSPORT

Model L-0012-65 (Cont.)

DATA INPUT REQUIREMENTS Locomotive, car, and track data are input from

cards, with one card for each type of car and

locomotive and separate track cards for speed,

temporary orders, curvature and elevation.

ADVANTAGES • Available in the public domain.

• A relatively fast program.

VALIDATION The program has been used by several railroads, but

no information on validation is available.

COMPUTING REQUIREMENTS The program is available in CDC 3500, IBM-370, and

DEC-20 versions. One minute of CPU time is used

for c,very 10 miles of track.

AVAILABILITY The program is available to any user for the cost

of writing the program on a user supplied tape and

the cost of mailing the tape.

3-80

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RAIL TRANSPORT

Model L-0013-79

T'.TLF.

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

APPLICATION

Train Performance Calculator - AiResearch

February 1979

J. J. Lawson and L. M. Cook

AiResearch Manufacturing Company of California

Initially, Department of Transportation

Federal Railroad Administration.

Subsequently, internally funded.

Passenger and Freight Trains

Civilian

OBJECTIVE This model was developed to provide train

performance calculations required by the

FRA-sponsored wayside energy storage study. It was

then extensively modified to simulate dual mode

locomot.i,e.

REFERENCES Lawson, J.J.,,and Cook, L.M., "Wayside Energy

Storage Study, Volume II -- Detailed Description of

Analysis", Final Report, Report No. FRA/ORD-78/78,

II, Department of Transportation, Federal Railroad

Administration, Washington, D.C., February 1979.

RELATIONSHIP TO None

OTHER MODELS

OPERATIONAL CAPABILITIES The TPC was designed to perform analysis of longhaul freight service, with an emphasis on energy

and power demand requirements of multi-train

operations. It can also be used to analyze

intercity rail passenger service.

The program simulates a diesel, electric, electric

with regeneration or mixed mode operation.

ASSUMPTIONS The train is modeled as a single point mass. The

train resistance equation is the Modified Davis

Formula.

LIMITATIONS It is a proprietary model.

3-81
RAIL TRANSPORT

Model L-0013-79 (Cont.)

DATA INPUT REQUIREMENTS Characteristics of the locomotives and rolling

stock are internal program parameters. Route and

Schedule data are input from a card reader or from

disk or tape file in card-image form.

ADVANTAGES This model is quite detailed. For example, drag

calculations are performed for each car. Also, it

can simulate diesel, electric or mixed mods

operations.

VALIDATION Calculations of energy usage were found to be

within 6% of actual measured usage.

COMPUTING REQUIREMENTS The program is written for a Univac-1108 computer

in ANSI Fortran. A 1500 mile run takes 3-4 minutes

on the Univac computer. The company is willing to

provide a tape to run on any machine.

AVAILABILITY The original program written for the U.S. DOT was

significantly modified. This modified program and

its documentation are considered proprietary by

AiResearch. The company will, however, be willing

to negotiate if a user is interested in acquiring

the program.

3-82
®

MATCHING INTAKE/EXHAUST SYSTEM TO THE ENGINE

Model F.-0034-72

Hitachi Model

1972

Mizushima, Y.., Nagai, M., and Asada, T.

Hitachi Shipbuilding, Ltd., Osaka

Same as above

All modes

Civilian or Government

To predict thermodynamic performance of 2-stroke

and 4-stroke diesel engines, including scavenging,

exhaust., and turbocharger phenomena.

TITLE

DATE.

AUTHORS

ORCANTZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCES Mizushima, K., Nagai, M., and Asada, T., "Some

Analyses of Diesel Engine Performance by Means of

Computer Simulation," J. MESJ, Vol. 1, No. 5, P.

35 (1972).

See also J. MESJ, Vol. 6, No. 9, p.49 (1971) and

Nagui, Mizushima, and Asada, J. MESJ, Vol. 5,

No. 1, p. 41 (1970).

RELATIONSHIP TO The authors paid close attention to the 1960-1961

OTHER MODELS work of Austen and Lyn.

HISTORY OF MODEL Developed specifically for medium and large bore

marine diesels (turbocharged); this early model

is a rare combination covering.

- Intake and exhaust flows; and

- Detailed combustion rates.

OPERATIONAL CAPABILITIES Results of Simulation:

- Direct Injected Engines

- Calculates Intake and Exhaust Flows

- Calculates Thermal Efficiency and

Fuel Consumption (isfc)

- Calculates Heat Transfer to Walls

3-83

1
MATCHING INTAKE/EXHAUST SYSTEM TO THE ENGINE

Model E-0034-72 (Cont.)

Structure: List of Submodels or processes

included.

- Intake, exhaust

- Blower, turbocharger

- Ignition delay

- Combustion rate

- Gas properties

- Heat transfer

- Scavenging

ASSUMPTIONS Intake, exhaust: Flow coefficients

Supercharger: specified blower characteristics

Ignition delay: Arrhenins Law, pressure

coefficient minus .624.

Combustion rate/mixing of air-fuel: Two-stage

combustion, semi-empirical, Weibe function.

Fuel-air ratio of burred gas: Not treated.

Gas properties: P^lynominal functions.

Heat transfer: Separate wall temperatures for

various components, depend on load. Pflamm

(1961) expression.

NO Model: Not included.

x

Soot Model: Not included.

Burned gas mixing: Not included until scavenging

process.

a LIMITATIONS ( 1) Inadequate treatment of fuel -air mixing and

gas temperature non-uniformities: Fuel spray

not modelled; burning rates must be specified

y empirically.

(2) Inadequate treatment of heat transfer:

- Heat transfer coefficient is different for

each load

- No radiation, no boundary layer; and

- No gas temperature gradient.

C

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o3-84
MATCHING INTAKE:/EXHAUST SYSTEM TO THE ENGINE

Model E-0034-72 (Cont.)

(3) Inadequate treatment of burned gas mixing.

(4) Soot, NO not modelled.

(5) "Combustion efficiency" of about 927. to 97%

had to be assumed, depending on load.

DATA INPUT REQUIREMENTS

ADVANTAGES

VALIDATION

Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

- Valve areas vs. time

Coefficients:

- Flow coefficients and turbine efficiency

- Scavenging coefficient

- Heat transfer coefficient

- Combustion duration and rate

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- Injection rate

- Cylinder wall temperatures for each area

a Covers entire cycle including intake and

exhaust

a Has realistic heat release patterns and,

therefore, predicts cylinder pressure

accurately.

Engine description:

(1) 2-stroke

(2) 4-stroke

Variables tested; model agreement: Predictions

of cylinder pressure, gas flow rate, and exhaust

temperature as function of crank angle agree well

with data.

3-85
MATCHING INTAKE/EXHAUST SYSTEM TO THE ENWI E

Model E-0034-72 (Cont.)

Assessment of accuracy: Sufficient degree of accuracy for the intended purpose of the model.

COMPUTING REQUIREMENTS Unknown

COST OF OPERATION 2 minutes of CPU time at $60 to $100/min

(estimated)

FUTURE POTENTIAL - Pulsations in exhaust

- Emissions

- Improved heat transfer model

AVAILABILITY Presumably this model is unavailable to the public

since Hitachi is a competitive shipbuilder.

r

I

3-86
MATCHING INTAKE/EXHAUST SYSTEM TO THE ENGINE

Model F.-0036-81

University of Manchester, Institute of Science and

Technology (UMIST)

1976, 1981

Winterbone, Loo, Benson, Wellstead, Thiruarooran

University of Manchester

Unknown

All modes

Civilian or Covernment

To describe the transient response of diesel

engines, including turbocharger speed, to load

application.

TITLE

DATE.

AUTHORS

ORCANIZATTON

SPONSOR

TRANSPORTATION MODE.

APPLICATION

OBJECTIVE.

r

1.

t

REFERENCES (1) Winterborne, D.F.., Wellstead, P.E., and

Thiruarooran, C., "A Wholly Dynamic Model of

a Turbocharged Diesel Engine for Transfer

Function Evaluation," SAE Paper 770123

(1977).

(2) Winterbone, D.E.., and Loo, W.Y., "A Dynamic

Simulation of a Two-Stroke Turbocharged

Diesel Engine," SAE Paper 810337 (1981).

(3) Benson, R.S., "A Comprehensive Digital

Computer Program to Simulate a Compression

Ignition Engine, Including Intake and Exhaust

Systems, SAE Paper 710173 (1971).

RELATIONSHIP TO The University of Manchester, starting with

OTHER MODELS/HISTORY Benson's steady-state model in 1971, ;ias concenOF MODEL trated on diesel models which treat the transient

turbocharger matching problem. The three papers

summarized here cover digital computer models; see

also the analogue simulations covered in Benson,

Winterbone and Shamsi (1976), and Winterbone,

Benson, Closs, and Mortimer (1976).

3-87
MATCHING INTAKE/RXHAUST SYSTEM TO THE ENGINE

Model E-0036-81 (Cont.)

OPERATIONAL CAPABILITIES Results of Simulation:

- Direct Injected Engines

- Calculates Transient Intake and Exhaust Flows

- Calculates Compressor Outlet Pressure

and Temperature

- Turbine Inlet Pressure and Temperature

- Turbocharger speed and air flow rate

- Calculates turbocharger performance

Structure: List of Submodels or processes

included.

- Air receiver (intake manifold)

- Exhaust manifold with wave action

- Turbocharger compressor

- Turbine

- Scavenge blower (riots)

- Intercooler

- Engine system (combustion rate, gas properties.

heat transfer)

ASSUMPTIONS - Compressor: Specified characteristics.

- Roots blower: Orifice plus positive

displacement.

- Scavenging: Perfect mixing.

- Intake exhaust: Orifice equations,

quasi-steady

- Intercooler: Pressure drop and cooling

- Turbine: Specified efficiency and flow rate as

function of pressure ratio.

- Ignition delay: Prescribed.

- Fuel spray evaporation: Not treated.

- Combustion rate/mixing of air-fuel: Simplified

prescribed model based on Whitehouse and Way

(1969).

- Fuel-air ratio of burned gas: 2-zone system.

- Gas properties: Moles change is accounted for;

polynominal functions. Perfect ideal gas

during intake and exhaust.

- Heat transfer: Annand expression.

- No Model: Not treated.

Soot Model: Not treated.

- Burned gas mixing: Not treated.

R

3-88

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I
MATCHING INTAKE./EXHAUST SYSTEM TO THE ENGINE

Model E-0036-8I (Cont.)

LIMITATIONS (1) Not intended to cover engine combustion

variable..

(a) Inadequate treatment of fuel-air mixing

and gas temperature non-uniformities

(b) Inadequate treatment of heat transfer

(c) Inadequate treatment of burned gas

mixing

(d) Soot, No not covered.

x

(2) Underestimates scavenging.

(3) Speed effect of turci.ne not modelled well.

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

- Valve areas vs. time

- Manifold geometry

- Compressor and turbine characteristics

- Intercooler performance

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- EGR or residual fraction

ADVANTAGES Primary advantage is for detailed design and

development of turbochargers and intake/exhaust

systems.

VALIDATION (1) Engine description: GM, 6-cylinder, 2-stroke

turbocharged engine, Model 6V-TAE.

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MATCHING INTAKE/EXHAUST SYSTEM TO THE ENGINE

Model E-0036-81 (Cont.)

(2) Variables tested; model agreement: In steady

state, predicted power to 1.4%, compressor

outlet pressure to 4.9%, turbine inlet

pressure to 10%, turbocharger speed to 5%,

and air flow to 7%.

(3) Assessment of accuracy: Model not tested in

transient mode. Therefore, accuracy is unknown.

COMPUTING REQUIREMENTS Fortran IV. Fourth-order Runge-Kutta solution.

COST OF OPERATION 4 minutes of CPU time at $60 to $100/min

(estimated)

FUTURE POTENTIAL (1) Model needs to be validated against transient

engine data.

(2) Would be advisable to add a transient smoke

model to predict "puffs."

AVAILABILITY Presumably available at cost. University of

Manchester has a robust consulting activity with

UK industry.

3-90
FUEL EFFICIENCY

Model E-0004-77

TITI,h

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

Manchester (Whitehouse)

1971 - 1977

Whitehouse, N.D., Way, R.J.B., Sareen, B.K.,

Clough, E., Abughres, S.M., and Baluswamy, N.

University of Manchester, Inst. of Science and

Technology (UMIST)

Science Research Council, UK

All modes

Civilian or Government

To predict performance and NO emissions of a

direct injection diesel engine based on a simplified fuel spray model.

REFERENCES (1) Whitehoue, N.D. and Way. R.J.B., "Rate of

Heat Release in Diesel Engines and its

Correlation with Fuel Injection Data,"

Symposium on Diesel Engine Combustion, IME,

April 1970. Covers essentially the same

material as SAE. Paper 710134,1971.

(2) Whitehouse, N.D., and Sareen, B.K.,

"Prediction of Heat Release in a Quiescent

Chamber Diesel Engine Allowing for Fuel/Air

Mixing," SAE Paper 740084, 1974.

(3) Whitehouse, N.D., Clough, E., "The Effect of

Changes in Design and Operating Conditions on

Heat Release in Direct-Injection Diesel

Engines," SAE 740085, 1974.

(4) Whitehouse, N.D. and Abughres, S.M.,

"Calculation of Fuel-Air Mixing in a Diesel

Engine with Swirl for the Purpose of Heat

Release Prediction," IME Publication C97/75,

1975.

(5) Whitehouse, N.D. and Baluswamy, N.,

"Calculation of Gaseous Products of Combustion

in a Diesel Engi-ie Using a Four-Zone Model,"

SAE Paper 770410, 1977.

3-91

i
FUEL EFFICIENCY

Model E-0004-77 (Cont.)

RELATIONSHIP TO In 1970, Whitehouse (NDW, hereafter) published an

OTHER MODELS/HISTORY empirical burning rate model with all the gas in

OF MODEL a single zone.

In 1974, NDW and Sareen extended this to a twozone model which gives more realistic hot-zone

temperature.

In 1975, Abughres and NDW extended the two-zone

model to account for swirl effects.

In 1977, Baluswamy and NDW extended the two-::one

model to four zones, in order to achieve enough

temperature resolution to attempt NO emission

predictions. x

OPERATIONAL CAPABILITIES Output of Simulation:

- Direct injected engines

- Calculates thermal efficiency or fuel

consumption (isfc)

- Calculates heat transfer to walls

- Calculates emissions (NO only)

Calculates fuel het mixi 

x

ng with air

Structure: (List of submodels or processes

included):

- Intake, exhaust

- Fuel injection (specified)

- Fuel-air mixing

- Ignition delay

- Combustion rate

- Gas properties

- NO model

- Heat transfer

ASSUMPTIONS Intake, exhaust:

Incompressible flow through valves, taken

from Baruch (1973).

Fuel spray evaporation:

Instantaneous evaporation assumed. No droplet

atomization included.

Ignition delay:

Specified delay period.

3-92

f h
FUFL FFFICIFNCY

Moral E-0004-77 (Cont.)

Mixing of air-fuel:

Conical gaseous fuel jet entrains air (specified

coefficient) according to Sareen and NDW (1974)

model. Wall impingement effects included.

Combustion rate:

Taken from Whitehouse and Way (1970), the combustion rate expression is semi-empirical and

requires five coefficients (K , R, m, K and

"act").

1 2

Fuel-air ratio of burned gas divided inco two

zones:

(1) Stolchiometric burning zone and (2) products/

air zone which is lean.

Gas properties:

Taken from Baruch (1973) and Vickland (1962)

Heat transfer:

Annand (1963) type of correlation for convective

heat transfer, plus radiation proportional to the

amount of carbon present in each zone.

NO model:

Fx^ended Zeldovich Kinetics.

Burned gas mixing:

Arbitrary mixing coefficient.

LIMITATIONS (1) Treatment of fuel-air mixing and gas temperature non-uniformities is quite simple: all

burned gas is at only two temperatures. This

limits the NO predictive capability.

(2) Treatment of heat transfer has oversimplified radiation and no boundary layer

effects are included.

(3) "treatment of burned gas mixing is arbitrary

in that the user specifies mixing coefficients

for exchange of gas between zones.

3-93

irk
FUEL EFFICIENCY

Model E-0004-77 (Cont.)

(4) Soot production is not modeled.

(5) Burning rate expression has an Arrhenius term,

which is not consistent with diffusioncontrolled combustion.

(6) Excessive number of specified coefficients.

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Connecting rod length

- Chamber volume

- Valve areas vs. time

Model Coefficients:

- Jet entrainment coefficients (2)

- Burning rate coefficients (5)

- Burned gas entrainment rate (1)

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- EGR or residual fraction

- Injection rate

- Swirl level

ADVANTAGES (1) Relatively simple and inexpensive

(2) Attempts to include the temperature

differences in the combustion space

I n a very simple manner.

VALIDATION Engine description:

130 psi bmep, 500 RPM

Variables tested; model agreement:

Timing, speed, number of injector holes

Y .

1

3-94

i
FUTURE POTENTIAL

AVAILABILITY

FUEL EFFICIENCY

Model E-0004-77 (Cont.)

Assessment of accuracy:

Only tested at part load; agreement was fair.

Needs further development and testing.

Not specified

1 minute of CPU time at $60 - 100/min

(f'stimated)

More than four Tones are needed in the

model. Future potential is limited.

Unknown

COMPUTING REQUIREMENTS

COST OF OPERATION

i^

i

i

C 3-95

M
F17L EFFICIENCY

Model E-0005-70

TITLE

DATE.

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION 110DE

APPLICATION

The Problem of Predicting Rare of Heat Release in

Diesel Engines

1970

H.C. Grigg and M.H. Syed

C.A.V. Ltd., Acton, England

C.A.V. Limited

Engine model applicable to all modes.

Civilian

OBJECTIVE This relatively simple model was developed to

predict rate of heat release diagrams based upon

approximations of the physical factors involved.

The model is based on the process of air entrainment into fuel sprays, turbulent mixing in fuel

sprays, and chemical kinetics. Constants were

chosen such that the predicted rate of heat release

fit experimental data. The experimental data used

were diesel engine rate of heat release diagrams

calculated from cylinder pressure records furnished

from tests on a turbo-charged Dorman 6LBT engine.

REFERENCES Crigg, H.C. and M.H. Syed, "The Problem of

Predicting Rate of Heat Release in Diesel Engines,"

Symposium on Diesel Engine Combustion, London,

April 7-9, 1970, Institution of Mechanical

Engineers.

OPERATIONAL CAPABILITIES Model Description:

The following factors are the basis of this rate of

heat release model:

1. Ignition delay (experimentally determined)

2. Engine dimensions including nozzle hole diameter

and number of holes

t 3. Period of injection (experimentally determined)

k

PRECEDING FAGS BLA"1K Nur FILMED

3-97

r

^,T:®

'
FUEL EFFICIENCY

Model E-0005-70 (Cont.)

4. Rate of entrainment of air into sprays. The

rate of entrainment is calculated by use of the

Schweitzer formula for which it is assumed that

the entrained air has the same velocity as the

fuel droplets. Modifications are made to allow

for air density changes arising from the piston

motion during the development of the fuel spray

by assuming that the fuel spray expands radially

about its axis to maintain the equal pressure

inside and outside the spray.

The fuel spray was considered in two different

forms: a set of conical plumes, issuing from the

nozzle holes (the Schweitzer configuration) and

an expanding doughnut of spray fed from a

central nozzle. In the conical plume model the

spray develops unimpeded as in an infinite

atmosphere in a conical form. This is justified

by recognizing that the air motions in an engine

cylinder turn the spray so that it maintains a

conical form with a bent axis. The cone angle

of the plumes is a function of air density.

In the doughnut model it is assumed that the

doughnut cross-sectional area and circulating

velocity relative to the surrounding air vary to

conserve momentum. The rate of entrainment of

air is the same as for a fuel spray of similar

cross-sectional area and velocity relative to

the surrounding air. The doughnut crosssectional area is zero at the beginning of

injection and increases as it is fed fuel and

momentum from the central nozzle. At the end of

injection no further momentum is added, but the

cross-sectional continues to expand by entraining air.

5. Rate of turbulent mixing of fuel and air. It is

assumed that the regions of weak mixture consist

solely of air, and the regions of rich mixture

consist solely of fuel vapor. The concentrations of fuel or air, or mixed fuel and air, are

calculated by dividing the total mass of the

component in the spray by the total instantaneous volume of the spray.

3-98
ASSUMPTIONS

FUEL EFFICIENCY

Model E-0005-70 (Cont.)

The turbulent mixing of fuel vapor and air

within the body of the fuel spray is represented

by a diffusion process. To simplify the

treatment, the mean rate of diffusion per unit

volume of the spray is equated to the concentration of the component (air or fuel vapor)

which is diffusing, multiplied by a diffusivity

coefficient.

6. Rate of burning of fuel based on chemical rate

of fuel is calculated by an Arrhenius type

formula in which the specific rate of burning is

proportional to the product of mean concentrations of turbulently mixed fuel and air, and is

a function of temperature. The temperature is

calculated from the pressure and cylinder

volume.

The use of mean concentration of mixed fuel and

air implies that the jet is geometrically

similar from time to time.

Results of Simulation - Calculates rate of heat

release. Calculates rate of air entrainment into

the spray for the conical plume model.

Swirl has no effect on the mixing rate, apart from

turning the spray to prevent it hitting the wall of

the combustion chamber.

Droplet evaporation is not evaluated separately.

Geometrical and Design Parameters:

1. Bore

2. Stroke

3. Nozzle hole size

4. Number of nozzles

Operating Parameters:

1. Speed

2. Instantaneous compression ratio

3. Inlet manifold air conditions

4. Volumetric efficiency

5. Mean fuel injection pressure

6. Period of injection

3-99

LIMITATIONS

DATA IFPUT REQUIREMENTS
FUEL EFFICIENCY

Model E-0032-69

TITLE Wisconsin Diesel Spray Combustion Model

DATE 1969

AUTHORS Shipinski, Myers, and Uyehara

ORGANIZATION University of Wisconsin

SPONSOR Unknown

TRANSPORTATION MODE All modes

APPLICATION Civilian or Government

OBJECTIVE To predict the burning rate of a diesel spray as a

function of fuel injection parameters.

REFERENCES (1) Shipinski., J., Myers, P.S., and Uyehara „

O.A., "A Spray-Droplet Model for Diesel

Combustion," Proc. TME, Vol. 184, Part 3J, p.

28, 1969.

(2) Shipinski, .J.H., "Relationships Between

Rates-of-injection and Rates-of-Heat Release

in Diesel Engines," Ph.D. Thesis, University

of Wisconsin, 1967.

RELATIONSHIP TO Shipinski's model was the forerunner of the

OTHER MODELS/HISTORY current diesel models which attempt to describe

OF MODEL the spray combustion in detail (Ultrasystems,

Cummins, Hiroshima). He attempted to extend the

work of Lyn (1961) on diesel burning rates, by

using the gas turbine spray results of Probert

(1946) and Tanasawa (1953).

OPERATIONAL CAPABILITIES Results of Simulation:

- For direct injected engines

- Calculates fuel spray evaporation and

mixing with air

- Calculates thermal efficiency or

fuel consumption (isfc)

- Calculates heat transfer to walls

PRECEDING PAGE 13LANK NOT FILMED

3-101
FUEL EFFICIENCY

Model E-0032-69 (Cont.)

Structure: List of submodels or processes

included.

- Fuel injection and atomization

- Fuel evaporation

- Ignition delay

- Combustion rate

- Gas properties

ASSUMPTIONS Intake, exhaust: Not included

Fuel spray evaporation: Tanasawa ( 1953) dropsize

distribution and vaporization coefficient Cb.

Ignition delay: Correlation of Wolfer (1939)

Combustion rate/mixing of air-fuel:

(a) Premixed combustion stage occurs at specified

rate.

(b) Vaporization - limited combustion occurs

according to a single droplet law with a

specified burning coefficient C which

depends on A/F. P, rpm, and temperature.

Fuel -air ratio of burned gas: 2 -zone model

Gas properties: Standard tables

Heat transfer: Treated implicitly

No Model: Not included

x

Soot Model: Not included

Burned gas mixing: Not included - all burned gas

in single zone.

LIMITATIONS ( 1) No attempt to cover the air entrainment or

variations in A/F ratio of burned gas and

resulting gas temperature non-uniformities.

3-102

P

te ^
FUEL EFFICIENCY

Model E-0032-69 (Cont.)

(2) Treatment of heat transfer is not clear from

the paper; however, it can be surmized that

the heat transfer model is not based on

radiation or boundary layer details.

(3) Emissions (soot, NO x ) are not covered.

(4) Closed cycle only; intake and exhaust

processes not included.

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

Model Coefficients:

- Vaporization coefficient C 

- Burning coefficient CF

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- Residual fraction

- Injection rate

- Fuel orifice size and number

- Fuel injection pressure

ADVANTAGES (1) Covers the effect of fuel injection variables

such as hole size and injection pressure on

the combustion rates.

(2) Emphasizes physical mechanisms of spray

combustion rather than empiricism.

VALIDATION Engine description: 2,000 rpm, 175 imep,

automotive diesel (4.5 in bore, 4.5 in stroke)

Variables tested; model agreement: Predicted

cylinder pressure vs. crank angle showed good

agreement with data.

3-103
FUEL EFFICIENCY

Model E-0032-69 ( Cont.)

Assessment of accuracy: Fair accuracy and more

flexibility than empirical models such as Woschni.

COMPUTING REQUIREMENTS Not specified.

COST OF OPERATION 0.5 minutes of CPU ti-.ne at $60 to $100/min

(estimated)

FUTURE POTENTIAL This early work provided a foundation for many of

the state-of-the-art diesel models.

AVAILABILITY Presumably could be obtained from Prof. Borman at

Wisconsin, or from Shipinski, who is at John

Deere, W-terloo, Iowa.

s

4

Nz

3-104

c

'r

E^

f^
FUEL EFFICIENCY

Model E-0044-80

REFERENCES

Imperial College Watson)

1977-1980

Watson, N., and Marzouk, M.

Imperial College, Dept. of M.E., London

Unknown

All modes

Civilian or Government

To correlate diesel performance with operating

parameters.

(1) Marzouk, M. "Transient Response of Turbocharged Diesel Engines," Ph.D. Thesis,

University of London, 1976.

(2) Watson, N., and Marzouk, M., "A Non-Linear

Digital Simulation of Turbocharged Diesel

Engine Simulation," SAE Paper 770123, 1977.

(3) Watson, N., Pilley, A.D., and Marzouk, M.,

"A Combustion Correlation for Diesel Engine

Simulation," SAE Paper 800029, 1980.

TITLE.

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

RELATIONSHIP TO OTHER Similar to the approaches of Shipinski at al

MODELS/HISTORY OF MODEL (1968) and Woschni and Anisits (1974), this

simulation does not describe the fuel-air mixing

and combustion processes. Instead, the shape of

the burning rate curve is postulated. The

coefficients are then related to speed, load,

timing, air temperature, etc.

OPERATIONAL CAPABILITIES Output of Simulation:

- For d:.rect injected engines, calculates rate of

pressure rise, maximum pressure

- Calculates intake and exhaust flows

- Calculates thermal efficiency or fuel

consumption (isfc)

3-105

r

i
FUEL EFFICIENCY

Model E-0044-80 (Cont.'

Structure: List of submodels or processes included

- Ignition delay

- Combustion rate; fuel-air mixing

- Gas properties

ASSUMPTIONS (1) Intake, exhaust: Incompressible flow

(2) Ignition delay: Correlation based on Wolfer

(E = 4200 cal/mole)

(3) Combustion rate/Mixing of air-fuel: Wiebe

function for diffusion-controlled burning.

(4) Gas properties: Standard tables

(5) Heat transfer: Indirectly incorporated in

choice of Wiebe function coefficients.

LIMITATIONS (1) Does not predict temperature profiles within

the combustion space.

(2) Does not predict soot or NO emissions

(3) Cannot be used to predict the effect of

chamber shape, fuel injection parameters,

air swirl, etc.

(4) Requires experimental data such as cylinder

pressure trace for each specific engine to

be simulated.

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Connecting rod length

- Chamber volume

- Valve areas vs. time

Combustion Rate Coefficients:

- e (combustion duration)

- 8 (premixed proportion)

- Cd

I 

(rate of diffusion burning)

- Cd2 (shape parameter)

3-106
ADVANTAGES

FITEL EFFICIENCY

Model E-0044-80 (Cont.)

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- EGR or residual fraction

(1) Relatively inexpensive

(2) Useful for extending known engine performance

to changing altitude, air temperature, boost,

etc.

VALIDATION Engine descriptions:

- Engine 2 - V8, turbocharged 2600 RPM,

10.7 bar bmcp

- Engine 1 - turbocharged truck engine,

6 cyl., deep bowl, 2500 RPM

Variables correlated:

- Peak pressure

- Apparent ignition delay

Assessment of accuracy:

- 5-10 percent error in predicting the effects of

pressure, turbocharger speed, air-fuel ratio.

COMPUTING REQUIREMENTS Not specified.

COST OF OPERATION 0.5 minutes of CPU time at $60 - 100/min

(Estimated)

FUTURE POTENTIAL Model is of limited use for detailed model

predictions. Not intended to be readily

modified for emissions or performance design

studies.

AVAILABILITY Unknown

3-107
FUEL EFFICIENCY

Model E-0063-76

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Computer Simulation of a Diesel Engine:

I.I.T., Delhi

1974-1976

Garg, R.D., Agarwal, K.K., and Desikachari, R.

I.I.T., Delhi

Indian Institute of Technology

(Industry-Supported)

All modes

Civilian or military

OBJECTIVE To evaluate the accuracy of various diesel heat

transfer models. To predict basic thermodynamic

performance characteristics (imep, P PW,

exhaust temperature, heat loss, and eFFYLiency)

subject to variations in (a) timing, (b) rate of

heat release, (c) overall A/F, (d) engine speed,

(e) compression ratio, (f) air pressure and

temperature.

REFERENCES (1) Carg, R.D., Agarwal, K.K., and Desikachari,

R., "Computer Simulation of a Diesel Engine,"

IE (India) Journal ME, Vol. 55, p. 67,

November 1974.

(2) Garg, R.D., Caur, R.R., and Jagota, H.,

"Parametric Studies of a Four-Stroke Diesel

Engine on Digital Computer," IE (India)

Journal ME, Vol. 57, p. 112, September 1976.

RELATIONSHIP TO This model, which appears to be based on the

OTHER MODELS/HISTORY dissertation of Agarwal and Desikachari, draws

OF MODEL from the early work of Whitehouse, et al (1962),

Austen and Lyn (1962), and Woschni (1967).

3-109
s.

fir

i

3-110

FUEL EFFICIENCY

Model E-0063-76 (Cont.)

OPERATIONAL. CAPABILITIES Results of Simulation:

- Direct or Indirect Injected Engines

- Calculates Intake and Exhaust Flows

- Calculates Thermal Efficiency or

Fuel Consumption (isfc)

- Calculates Heat Transfer to Walls

Structure: List of Submodels or processes

included.

Not Included

Fuel injection

Fuel evaporation

Ignition delay

Fuel-air mixing

NO Model

Soot Model

Mixing of burned gas

Included

Intake, exhaust

Combustion rate

Gas properties

Heat transfer

ASSUMPTIONS Intake, exhaust: The 1976 paper treats the manifold and valve phenomena as L-0 compressible,

quasi-steady flow; with specified volumetric

efficiency and residual fraction. Flow may be

either subsonic or sonic.

Fuel spray evaporation: Not treated.

Ignition delay: Specified. Ignores effect of

variables such as engine speed on the delay

period.

Combustion rate: Based on Lyn (1960) and Woschni

(1962). Specified triangular rate law; 40 degrees

duration.

Fuel-air ratio of burned gas: Not treated. Each

successive burned gas element has an individual

temperature, however.

Gas properties: From Keenan and Kaye.

r
FUEL. EFFICIENCY

Model E-0063-76 (Cont.)

Heat transfer: Wall temperature assumed. Four

models examined:

• Nusselt

• Eichelberg (appeared best)

® Annand

® Woschni

NO Model: Not treated.

x

Soot Model: Not treated.

Burned gas mixing: Not treated.

LIMITATIONS (1) Not intended to treat fuel-air mixing and

gas temperature non-uniformities: variations

in r^/A of burned gas not treated.

(2) Inadequate treatment of heat transfer:

Boundary layer near wall not treated. Also

heat transfer by radiation not treated (and

effect of so(t).

(3) Does not calculate emissions (soot, Nox , HC.

CO )

(4) Cannot predict effects of air swirl, fuel

orifice changes, or piston shape.

(5) Arbitrarily assumes combustion efficiency is

92% to 96%, depending on CR.

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

- Valve areas vs. time

Model Coefficients:

- Ignition delay

- Combustion duration

- Heat transfer coefficient

3-111

e-
0

FUEL EFFICIENCY

Model E-0063-76 (Cont.)

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- Residual fraction and volumetric efficiency

- Injection rate and duration

- Cylinder wall temperature

ADVANTAGES

VALIDATION

• Does treat the complete cycle of a four-stroke

engine, including intake and exhaust processes.

• Relatively simple and inexpensive.

• Could be used to estimate effect of engine

parameters on imep, efficiency.

• Interesting framework for comparing heat

transfer models.

Engine description:

(1) 6-cylinder, precombustion chamber, 4.58

liter, 100 HP @ 3,000 RPM, CR = 19.5

(2) 6-cycle, direct injection, 11.1 liter, 147 HP

@ 2,000 RPM, CR = 15.8

Variables tested; model agreement

- Speed

- Fuel timing and duration

- Air temperature

- Stroke/bore ratio

Model agreement is fair.

Assessment of accuracy: Stated in the reference,

cylinder pressure phase error of about 5 degrees

is disturbing. Model only checked against power

output (20% lower than measured).

3-112
T

FUEL EFFICIENCY

Model E-0063-76 (Cont.)

COMPUTING REQUIREMENTS Program called "ENGINE"; Fortran IV

COST OF OPERATION Approximately I minute of CPU time at $60 to

$100/min (estimated)

FUTURE POTENTIAL Not superior to other models of this type such as:

• Manchester (Whitehouse)

• Cummins (Austen & Lyn)

• Wisconsin (Myers, et a])

AVAILABILITY Presumably could be made available.

3-113

t
FVFI. F.FFICTENCY

Model F.-0070-74

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

M.A.N.

1974

Woschni, G., and Anisits, F.

M.A.N. Augsburg and Institut fur Kolbenmaschinen

Technical University

M.A.N.

All modes

C'vilian or Government

OBJECTIVE To predict the effect of altered operating conditions (i.e., fuel-air ratio, air temperature,

engine speed, and timing) on heat release rate in

a diesel engine. From heat release rate, then,

one can determine thermal performance parameters

such as maximum pressure, isfc, etc.

REFERENCES Woschni, C., and Anisits, F., "Experimental

Investigation and Mathematical Presentation of

Rate of Heat Release in Diesel Engines Dependent

Upon Engine Operating Conditions," SAE Paper

7400P,6, 1974.

r ELATIONSHIP TO The present work developed from Woschni's earlier

OTHER MODELS/HISTORY research into heat transfer (SAE Paper 670931,

OF MODEL 1967), and on the computation of thermal loads on

diesel engine components (MTZ Vol. 31, No. 12,

p. 491, 1970). Woschni's approach relies on

empirical determination of a four-parameter

expression for heat release and deliberately

avoids any attempt to model the fuel spray

combustion mechanism.

OPERATIONAL CAPABILITIES Results of Simulation:

Direct injected engines

Calculates cylinder pressure vs. crank angle,

including pressure rise rate and maximum

pressure

Calculates thermal efficiency or

fuel consumption (isfc)

Calculates heat transfer to walls

PRECEDING Y: UG^ ` . l.i <.( N()T IttiMM 3-115
FUEL EFFICIENCY

Model E-0070-74 (Cont.)

Structure: List of submodels or processes

included.

- Computation starts after valves close

- Ignition delay

- Combustion rate

ASSUMPTIONS a Intake, exhaust: Not included

® Fuel spray evaporation: Not included

® Ignition delay: Arrhenius expression,

following Wolfer (1938).

® Combustion rate/mixing of air-fuel: Weibe

function with empirical coefficients.

• Fuel-air ratio of burned gas: Not included

• Gas properties: Presumably standard

thermodynamic tables.

® Heat transfer: Not explicitly modelled; the

Weibe function accounts for both burning rate

and heat loss rate.

• No Model: Not included X

• Soot Model: Not included

® Burned gas mi;:ing: Not included

LIMITATIONS (1) Limited treatment of heat transfer, which

is "folded" into the Weibe function, which

essentially gives the net heat release over

and above the heat lcst to the walls.

(2) Does not attempt to treat fuel-air mixing or

gas temperature non-uniformities.

(3) No attempt to model emissions (soot:, NOx).

(4) Experiments required to fix coefficients for

each engine to be modelled (this is true for

most models).

3-116
FUEL EFFICIENCY

Model F-0070-74 (Cont.)

Application is limited (this is true for most

models).

DATE INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

- Valve areas vs, time

Coefficients (empirical):

- Ignition delay coefficients (a,b,c)

- Effective air-fuel equivalence ratio

- Duration cf combustion

- Weibe function parameter, m

Operating Parameters:

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- ECR or residual fraction

- Cylinder wall temperature

ADVANTAGES a Very simple to use, once coefficients are

determined semi-empirically.

a Weibe function simulates the physical mechanisms of diesel combustion and heat transfer

moderately well, even though it was developed

by Weibe for spark ignition engines.

VALIDATION Engine description:

(1) Low speed, 2-stroke engine of 39.4 in. bore.

(2) Medium speed, 4-stroke engine of 15.7 in.

bore.

Variables tested; model agreement: Predicted

power and peak pressure (not fuel consumption, on

exhaust temperature) for variations in air temperature, air pressure, and timing.

1.

3-117
FUEL EFFICIENCY

Model E-0070-74 (Cont.)

Assessment of accuracy: *_2% on heat release, but

only after experimentation to establish

coefficients for each engine.

COMPUTING REQUIREMENTS Unknown

COST OF OPERATION 0.2 minutes of CPU time at $60 to $100/min

(estimated)

FUTURE POTENTIAL Woschni is of the opinion that diesel simulations

will continue to rely on empirical data. tie considers the modelling of details such as

atomization, fuel jet spreading, wall impingement,

and local gradients of temperature/concentration

to be nearly impossible (and potentially

expensive, if possible).

AVAILABILITY This simple code could be written again by any

user at low cost.

3-118
1

EMISSIONS

Model E-0001-81

TITLE Divided-Chamber Diesel Engine Model, MIT

DATE Completed 1981

AUTHORS S. Hossein Mansouri; John B. Heywood, and

K. Radhakrishnan

ORCANIZATION Massachusetts Institute of Technology

SPONSOR Ceneral Motors Corporation

TRANSPORTATION MODE. Highway

APPLICATION Civilian

OBJECTIVE The model was developed for a divided-chamber

automotive diesel engine which describes the

Intake, compression, combustion and expansion, and

exhaust processes in sufficient detail to permit

calculations of pressure, fuel-air ratio

distribution, heat release distribution, NO

formation, particulate mass loading, and

particulate oxidation processes. A feature of this

model is the use of a stochastic mixing approach

during the combustion and expansion processes to

describe the nonuniform fuel-air retio distribution

within the engine. In this approach, the fuel-air

ratio distribution during the combustion and

emissions formation processes can be followed as it

evolves with time. Primary output variables of

Interest are the fuel efficiency and the NO

emissions. x

REFERENCES 1. Mansouri, S.H., Heywood, J.B., and

Radhakrishnan, K., "Divided Chamber Diesel

Engine, Part I: A Cycle Simulation Which

Predicts Performance and Emissions," SAE Paper

820273, 1982 SAE International Congress and

Exposition, Meeting February 22-26, 1982.

2. Kort, R.T., Mansouri, S.H., Heywood, J.B., and

Ekchian, A., "Divided Chamber Diesel Engine,

Part II: Experimental Validation of a

eredictive Cycle Simulation, and Heat Release

Analysis," SAE Paper 820274, 1982 SAE

International Congress and Exposition, Meeting

February 22-26, 1982.

3-119

(i
EMISSIONS

Model E-0001-81 (Cont.)

RELATIONSHIP This is an original model which after its compleTO OTHER MODELS tion has been modified into a Spark Ignited Model

and a Wankel Configuration Engine Model. It is

currently being modified into an Open Chamber

Diesel Engine Model under the sponsorship of NASA

LERC.

No prior historv.

Model Description:

The flow into the engine cylinder during the intake

process is modeled using quasi-steady onedimensional flow equations. Mass flows past valves

and between the two chambers are modeled by the

equations for isentropic adiabatic flow through a

nozzle. Discharge coefficients are used to relate

the effective areas for the particular constriction

(intake valve, connecting passageway, or exhaust

valve) to the ideal areas for the isentropic flow.

Plenum assumptions are used for the intake and

exhaust manifolds.

The cycle-simulation uses a stochastic mixing

approach duririg the combustion and expansion

processes to describe the nonuniform fuel-air ratio

distribution within the engine, including the way

in which this distr?.oution evolves with time. The

combustion chamber is divided into three zones:

the pre-chamber, the connecting passageway, and the

main-chamber. In each zone, equal mass elements of

air, fuel, and fuel-air mixture are present in

proportions which agree with the overall fuel-air

ratio in that region. These elements mix and react

according to rules derived from classical models

for turbulent reacting flows and combustion

fundamentals. In this way, the fuel-air ratio

distribution during the mixing, combustion, and

emissions formation processes can be followed as it

evolves with time.

HISTORY OF MODEL

OPERATIONAL CAPABILITIES

The cycle-simulation is used to examine the origin

of NO and particulate emissions in a dividedchamber diesel engine. The NO formation model is

based on the extended ZeldovicA kinetics in the

burned gases. The particulate oxidation kinetic

model proposed by Nagle and Strickland-Constable is

a

3-120
EMISSIONS

Model E-0001-81 (Cont.)

coupled with the cycle-simulation. The particulate

mass loading and the initial particulate size are

regarded as inputs for particulate oxidation

calculations. The initial value of particulate

mass loading level, assigned to each element after

It burns, is assumed to be the amount of solid

carbon calculated from the chemical equilibrium

model.

Results of Si

- Calculates

- Calculates

- Calculates

- Calculates

- Calculates

nit lation:

Volumetric Efficiency

Beat Transfer During G Cycles

Thermal Efficiency

NO in Chamber and Total NO

Particulate Emission x

Modular Structure - Separate modules allow easy

replacement or change:

- Intake

- Combustion

- Heat Transfer

- Property Routines, i.e., Gas Properties

- NO Model

- Particulate Formation Model

ASSUMPTIONS This model is zero dimensional or quasi dimensional

model. The model is based on a stochastic mixing

model.

LIMITATIONS A major limitation of this model is that it can't

calculate local heat transfer, bulk heat transfer

only. It does not have a detailed combustion model

as the kinetics are not really known. The

combustion model is a stochastic one based on

modelling of steady state gas burners. The other

limitation is the nondimensionality of the model

compared to others which are two or three

dimensional.

3-121
EMISSIONS

Model E-0001-81 (Cont.)

DATA INPUT REQUIREMENTS The input data requirements are in addition to

those addressed as givens:

Geometrical and Design Parameters:

1. Bore

2. Stroke

3. Connecting rod length

4. Prechamber volume

5. Main chamber volume

6. Passageway diameter

7. Intake valve diameter

8. Exhaust valve diameter

9. Intake valve opening time

10. Intake valve closing time

11. Exhaust valve opening time

12. Exhaust valve closing time

Data Base Requirements:

For this model, the pressure data required was

generated from an experimental test of the 5.7L

(350 cu. in.) diesel engine. The data from this

engine which were compared to the model results for

calibration are volumetric efficiency, pressure

data for each chamber, thermal efficiency, and NO 

emission levels.

Operating Parameters:

1. Intake manifold pressure

2. Inlet mixture temperature

3. Exhaust system pressure

4. EGR rate in intake

5. Load: mass of fuel injected per cycle

6. Speed

7. Injection timing

8. Prechamber wall temperature

9. Main chamber wall temperature

10. Passageway wall temperature

ADVANTAGES The main advantage to this model particularly as

compared to the two or three dimensional models is

that it requires a relatively small amount of

computer time per run. Therefore, it is possible

to run many cases at many different conditions to

develop engine maps, to identify areas for engine

3-122
EMISSIONS

Model E-0001-81 (Cont.)

tests for comparison, and to take various

parameters or variables to their limits to

understand the boundaries of the potential for the

engine.

VALIDATION Experimental data generated on a single-cylinder

divided-chamber diesel engine (1979 5.71. GM) were

used to verify the accuracy of the model

predictions. Agreement between experimental data

and predicted values of engine performance and NO

emissions levels was good. The validation data is 

presented in the SAE paper referenced in this

catalog entry.

Accuracy:

This model results in good agreement between the

predicted values and experimental data for thermal

efficiency, indicated mean effective pressure, peak

pressure values, NO emission levels, and chemical

ignition delay timex This agreement is obtained

over the normal load, speed, and injection timing.

The accuracy of the model prediction of particulate

formulation is only fair.

Input Data Accuracy:

The actual values of the pressure data from an

actual engine which is used as input data can be

recorded to within +1%.

COMPUTING REQUIREMENTS The program code is written in Fortran and is

currently used on an IBM 370. Therefore, any major

facility would likely have the capability to run

the code. It is relatively easy to run and should

take approximately one day to set up in another

computing facility.

COST OF OPERATION As it is currently used, the model requires about

two minutes of CPU time. Each run :osts

approximately $20.

FUTURE POTENTIAL. This model is currently being modified under

contract to NASA here to model an open chamber,

turbocharged, turbo compounded, and four cycle

diesel engine.

3-123

®
EMISSIONS

Model E-0001-81 (Cont.)

AVAILABILITY The Divided-Chamber Diesel Engine model was

developed with General Motors as a sponsor.

Therefore, permission would need to be obtained

from General Motors before the code could be made

available to other users.

3-124

t
1:11iSSIONS

Model E-0002-78

TITLE Komatsu "DSA/DCF."

DATE 1978

AUTHORS H. Hiraki.

J. M. Rife

ORGANIZATION Komatsu/Massachusetts Institute of Technology

SPONSORS Komatsu Ltd., Kawasaki, JAPAN

TRANSPORTATION MODE Diesel engines used in buses, trucks, locomotives,

marine

APPLICATION Civilian and Government diesel engines

OBJECTIVE To predict the performance and NO emissions of

a direct injection diesel engine, xgiven

- Engine dimensions

- Valve timing

- Turbocharger characteristics

- Cooling conditions

REFERENCES Hiraki, H. and Rife, J.M., "Performance and NO

Model of a Direct Injection Stratified Charge x

Engine," SAE 800050 (1980).

Hiraki, H., "Performance and NO Model of a

Direct Injection Stratified Charge Engine,"

S.M. Thesis, MIT, April 1978.

Rife, J.M. and Hevwood, ,1.B., "Photographic and

Performance Studies of Diesel Combustion with a

Rapid Compression Machine," SAE 740948, 1974.

Hiraki, H. and Rife, J.M., "Performance Model for

a Direct Injection Diesel Engine."

RELATIONSHIP TO Texaco funded Hiraki and Rife at M.I.T. to develop

OTHER MODELS/HISTORY a stratified-charge, spark-ignition engine model,

OF MODEL which then served as the basis for a direct injection diesel model developed for Komatsu.

(Hiraki now works for Komatsu.)

3-125
c

ag

t

EMI::;INS

Model E-0002-78 loon^_.)

OPERATIONAL CAPABILITIES Output of Simulation - Di:' A ct injected engines of

four types:

- naturally aspirated

- turbocharged

- turbocharged - aftercooled

- turbocompound

Calculates intake and exhaust flows, including

turbocharger performance matching.

Calculates thermal efficiency or fuel consumption

(isfc).

Calculates wall temperature:, and exhaust temperatures based on heat transfer to walls and coolant.

Calculates emissions (NO x only).

Calculates fuel spray evaporation and mixing

with air.

Structure: List of submodels or processes included

- Intake, exhaust, turbocharger

- Fuel injection and evaporation

- Mixing of fuel and air

- Ignition delay

- Combustion rate

- Gas properties

- NO model

Heat transfer

ASSUMPTIONS (l) Intake, exhaust:

Incompressible flow equations; turbocharger

matching is performed

(2) Fuel spray evaporation:

Assumed instantaneous

(3) Mixing o'L fuel and air:

Turbulent jet entrainment expressions of

Hoult and Well (1972), Air squish and swirl

effects are also included. Took a = .11 for

jet spreading angle.

+

3-126

i

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I

r
LIMITATIONS

EMISSIONS

Model E-0002-78 (Cont.)

(4) Ignition delay:

Derived from purely fluid mechanic description

(5) Combustion rate:

Each element is conical and starts burning at

the boundary; "flame" propagates inward at

at the turbulent flame speed (u' - s). Behind

the "flame", eddies are assumed to exist which

burn according to a turbulent entrainment law

(Blizzard and Keck, 1970).

(6) Fuel-air ratio of burned gas:

Mixture is divided into elements of individual

fuel-air ratio derived according to turbulent

,jet mixing theory.

(7) Gas properties:

Standard property equations for hydrocarbon

air mixtu.r^, developed by Heywood and Martin

(1977).

(R) Heat transfer:

Separate Woschni (1967)-type heat equations

for burned gas region and unburned region;

area assumed proportional to mass.

f 9) NO model:

Zel ..lovich kinetics with equilibrium values of

H, 0, 0 2 , and OH.

(10) Burned gas mixing: assumed to be negligible.

(7) Does not treat the effect of fuel injector

design changes on evaporation rate or atomization.

(2) Ignition delay treatment includes no chemical

reaction rate effects. Initial ignition

delay is user-specified.

(3) Inadequate treatment of heat transfer:

No boundary layer included.

r

® 

1

3-127
EMISSIONS

Model E-0002-78 (Cont.)

(4) Inadequate treatment of burned gas mixing:

Cells are not allowed to mix with one another.

(5) Soot not included.

DATA INPUT REQUIREMENT:

ADVANTAGES

VALIDATION

Geometrical and Design Parameters:

- Dore

- Stroke

- Connecting rod length

- Chamber volume

- Valve areas time

Operating Parameters:

- Load (fueling rate)

- Speed

- injection timing

- Intake manifold temperature

- Intake manifold pressure

- EGR or residual fraction

— Injection rate

— Cylinder wall thickness and thermal

properties

- Piston bowl diameter

- Fuel orifice size and number

- Swirl level

- Turbocharger characteristics

- Coolant flow rate and temperature

(1) Includes detailed model of cylinder heat

transfer to the coolant.

(2) Includes turbocharger matching calculation.

(3) Can predict the effect of fuel spray design

parameters ( orifice size, piston bowl

diameter).

Engine descriptio_i:

(1) Komatsu S6D155 (155mm bore, 170mm stroke,

2000 RPM, CR - 14.5, 6 cyl, 380 hp)

(2) CAV engine (4 cyl, l liter, CR - 16)

3-128 C

I
FUTURE POTENTIAL

AVAILABILITY

EMISSIONS

Model E-0002-78 (Cont.)

Variables tested; model agreement:

(1) Effect of load:

Generally good agreement

(2) Effect of Timing:

Trends correct, but absolute bsfc values

underpredicted by 5 - 10% and absolute NO 

values in error by up to 40%.

(3) Effect of swirl level:

Very good agreement for bsfc, _20% for NO 

Assessment of accuracy:

a Exhaust temperatures and wall temperatures

incorrectly predicted because of oversimplified heat transfer model.

• Maximum pressure correctly predicted.

• NO predictions are useful to reveal trends

buf not absolute values.

Not specified

2 minutes of CPU time at $60-100/min

(estimated)

(1) Excellent framework for an improved heat

transfer modal.

(2) Ircludes turbocharger matching, which makes

this model suitable for analyzing turbocompound and adiabatic engines.

Unknown; Current MIT model (by Mansouri at al) has

taken a different direction.

COMPUTING REQUIREMENTS

COST OF OPERATION

U

h

3E

C

4 3-129

i ffidp
EMISSIONS

Model E-0003-78

TITLE.

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Cummins

1973 - 1978

S.M. Shahed, P.F. Flynn, W.T. Lyn, W.S. Chiu

Cummins Engine Co.

Cooperative efforts with Mack Trucks, Inc.

All diesel engines

Civilian or Government

OBJECTIVE Predictive capability for:

- BSFC, rate of heat release

- Emissions, (NO , soot, HC)

Direct Infection Engines

REFERENCES Engine Modeling Conference, 1979

Combustion Institute, 1978

SAE Paper No. 760128, 1)76

IME, 1975

SAE 730083, 1973

RELATIONSHIP TO 1962 Lyn's paper was the first to take

OTHER MODELS/HISTORY "scientific" approach to diesel combustion

OF MODEL modeling. Now R&D director at Cummins.

1970 Adler and Lyn (IME 1970) spray-in-swirl

study; this paved the way.

1971 Shahed advised on CRC/EPA diesel model

project.

1972 Preliminary model published.

1975 Added "fuel spray" submodel based on experimental results.

OPERATIONAL CAPABILITIES See list of data input requirements. Model can

predict the effect of these parameters on NO and

isfc, including pressure as a function of crank

angle.

c

i,

i^

d

PRECEDING PAGE SLANK NOT MUM 3-131

® 
P^

EMISSIONS

Model E-0003-78 (Cont.)

ASSUMPTIONS v User specified ignition delay

• (1973)--All burned gas packages are at

stoichiometric fuel-air ratio (no spray

formation, droplet evaporation, or fuel-air

mixing).

• (1973)--Heat release rate taken from empirical

expression of Lyn (1972).

• Droplets not treated.

• Spray model for fuel-air mixing (1975):

(a) Hyperbolic distribution of F/A along spray

axis

(b) Distribution across the spray obeys:

c/cm - I - (y/b)1.5

(c) Spray grgwth equations for tip portion

(x a t ) and width (b a x)

• Flammable zones ignite and burning is

controlled by the rate of entrainment of air.

• Flammability limits taken at = 0.5 and

0 = 3.0.

• NO formation rate is single step Arrhenius

expression with adjustable pre-exponential.

• Annand type heat transfer expression.

• Combustion does not affect mixing rates.

LIMITATIONS ® Only treats portion of cycle between ignition

and valve opening.

• No droplet treatment.

• Direct injection only.

3-132
EMISSIONS

Model E-0003-78 (Cont.)

® 1973 version did not use authentic NO kinetic

coi.stants (fixed in 1975 version). x

e 1973 version ignored details of spray

combustion process. All burning gas is at

single F/A ratio (fixed in 1975).

® No heat exchange between packages. (Some stay

hot too long.)

® 1973 version used empirical heat release

function (fixed in 1975).

® 1973 version could not predict smoke or CO,

because no fuel rich zones (fixed in 1975).

® No spray impingement model.

® Instantaneous flame propagation after ignition.

o Radiation not treated well (not T.4).

DATA INPUT REQUIREMENTS ODeratine Conditions Engine Geometry

Injection timing Bore

Injection duration Stroke

Fuel orifice size and number Conn. and length

Fuel injection pressure Clearance volume

Swirl level Angle of valve

Air temperature closure

Air pressure

Residual fraction

ADVANTAGES Does allow for temperature gradient (successive

packages of burned gas have individual

temperatures).

VALIDATION 1973 Version

(1) Validated against three engines.

(2) Agreement poor at light load naturally

aspirated, high swirl, or high smoke

conditions.

3-133
10

k

EMISSIONS

Model E-0003-78 (Cont.)

(3) Able to predict trends of NO vs, load, RPM,

air temperature, timing, EGRX

1975 Version

(1) Validated against single cylinder engine

- speed - injection pressure - hole diameter

- load - injection duration - air pressure

- timing - number of holes - air temp.

- CR

(2) Only presented results for injector hole

diameter and air swirl.

(3) No predicted within ± 30% or so (needs

further work).

COMPUTING REQUIREMENTS Xerox Sigma 9 Computer. Presumably Fortran.

COST OF OPERATION This model requires 3-5 minutZs of CPU time

($60-100 per run) since it is iterative for each

package at each crank angle.

FUTURE POTENTIAL No further development of the Cummins Model is

planned in the near future. When 1975 Model was

published, the following capabilities were being

added:

- Soot

- Hydrocarbon

- Radiation

- Heat transfer between zones

- Wall effects

I

AVAILABILITY Unknown

3-134
EMISSIONS

Model E-0006-74

Ultrasystems Diesel Emissions Model

1974

Kau, C.J., Wilson, R.P., Muzio, L.J., Waldman,

C.H., Heap, M.P., and Tyson, T.J.

Ultrasystems, Inc.

EPA and Coordinating Research Council (CRC)

Engine model applicable to all modes.

Civilian or Government. Funded by Civilian

sector.

TITLE

DATE.

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

APPLICATION

OBJECTIVE To predict NO and soot emissions of

direct-injection engines based on detailed model

of spray atomization, air entrainment, and droplet

combustion.

REFERENCES (1)

(2)

(3)

Wilson, R.P., Waldman, C.H., and Muzio, L.J.,

"Foundation for Modeling NO and Smoke

Formation in Diesel Flames, x"Final Report

EPA-460/3-74-002a, January 1974.

Wilson, R.P., and Waldman, C.H., "Assessment

of Existing Models of Pollutant Formation in

Diesel Combustion," Western States Section,

Combustion Institute, Paper 74-1 (1974).

Kau, C.J., Tyson, T.J., and Heap, M.P.,

"Study on Oxides of Nitrogen and Carbon

Formation in Diesel Engines," Final Report

Phases II and III, EPA-460/3-76-008a (March

1976)

I

i

(4) Kau, C.J., Heap, M.P., Tyson, T.J., and

Wilson, R.P., "The Prediction of Nitric Oxide

Formation in a Direct Injection Diesel

Engine," Combustion Institute, 16th

International Symposium, p. 337 (1976).

(5) Kau, C.J., and Tyson, T.J., "Computer Program

Users Manual," March 1976,

EPA-460/3-76-008-b.

3-135
EMISSIONS

Model E-0006-74 (Cont.)

RELATIONSHIP TO Wilson, Waldman and Muzio (1974) surveyed previous

OTHER MODELS/HISTORY diesel models and developed the framework for a

OF MODEL new model which would include details such as fuel

spray atomization, air entrainment, ignition,

premixed and droplet combustion, and swirl

effects. The model emphasis is on realistic

temperature and fuel-air ratio variations within

the chamber so as to accurately describe NO and

soot formation. This mode] was put into a working

computer code by Kau and Tyson (1976), who

adjusted the model structure to agree with

experimental data.

OPERATIONAL CAPABILITIES Results of Simulation:

- Direct injected engines

- Calculates intake and exhaust flows

- Calculates thermal efficiency and

fuel consumption (isfc)

- Calculates heat transfer to walls

- Calculates emissions (NO , soot)

- Calculates fuel spray evaporation and

mixing with air

ASSUMPTIONS Intake, exhaust: Compressible flow equations.

Fuel injection: Quasi-steady fuel jet with "Upper

Limit" dropsize distribution.

Fuel evaporation: Godsave equation.

Air entrainment: turbulent jet with swirl, based

on Adler and Lyn (1966).

Ignition delay: Based on Shipinski (1969) and

Wolfer (1938).

Combustion rate:

(a) Premixed burning rate according to flame

propagation.

(b) Mixing-limited burning rate according to both

air entrainment and droplet combustion.

Gas properties: NASA equilibrium except carbon

and NO

x

S .Y

P

3-136
n+7^

LIMITATIONS

DATA INPUT REQUIREMENTS

EMISSIONS

Model E-0006-74 (Cont.)

NO model: Extended Zeldovich kinetics; formation

i.n x the burned gas and around droplets.

Soot model: Formation and oxidation rates of the

Arrhenius form,

Mixing of burned gas with air: Dilution rate

proportional to size of package and available air.

Heat transfer: Radiation, convection, and

boundary layer effects.

(1) P',del does not predict spatial position of

various phenomena.

(2) Cannot predict effect of chamber shape.

(3) Coupling of turbulence and burning rate needs

further work.

Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

- Valve areas vs. time

Model Coefficients:

- Mixing coefficient for burned gas/air

- Air entrainment coefficient

- Vitiation coefficient

- Heat transfer coefficient

Orerating Parameters:

Load

Speed

Injection timing

Intake manifold temperature

Intake manifold pressure

EGR or residual fraction

Injection rate

Cylinder wall temperature

Fuel orifice size and number

Swirl level

3-1.37
EMISSIONS

Model E-0006-74 (Cont.)

ADVANTAGES (1) Model can handle design details such as fuel

injection pressure, orifice size, and air

swirl.

(2) Model includes powerful heat transfer

submodel, and includes a submedel for burned

gas quenching (which most other models omit).

VALIDATION Engine description: Single cylinder, 2.34 L displacement, 1,500 RPM, CR = 17:1

Variables tested; model agreement:

- Predicted cylinder pressure gave excellent

agreement with data

- Effects on NO f CR, turbocharging, timing,

load, speed, xswoirl, and EGR all predicted to

about 10-20%.

COMPUTING REQUIREMENTS Fortran IV, CDC 6600

COST OF OPERATION 3 minutes of CPU time at $60 to $100/min

FUTURE POTENTIAL Next plateau for this model Is multi-dimensional

coordinate system.

AVAILABILITY Available through listing in reference (3) if not

from Ultrasystems directly.

3-138
P

EMISSIONS

Model F.-0007-76

TITLE Hiroshima

DATE 1974-1976

AUTHORS Hiroyasu, H., Kadota, T.

ORGANIZATION University of Hiroshima

SPONSOR Japan Automobile Research Institute

TRANSPORTATION MODE Applicable to all (highway, rail, marine or

pipeline).

APPLICATION Applicable to both military and civilian.

OBJECTIVE. To guide the design and development of direct

injection diesel engines in order to achieve low

emissions.

Proposed low-emission designs are screened.

REFERENCES SAE 760129 (Also see RELATIONSHIP :0 OTHER

MODELS).

RELATIONSHIP TO Diesel counterpart to spark ignition engine model

OTHER MODELS described in "Computer Simulation for Combustion

and Exhaust Emissions in Spark Ignition Engine,"

15th Symp. (Int'l) on Combustion, 1974, pp. 1213-

1222, by same two authors.

This model contains several submodels published

separately:

(1) Fuel Spray Model: Bulletin of the Faculty of

Engineering, Hiroshima Univ. 23 111 (1974),

P. 55.

(2) Droplet Model: SAE Paper 740445, SAE National

Power Plant Meeting, Milwaukee, 1974.

(3) Evaporation Model: JSME National Meeting, Paper

740-16, 1974.

i

3-139

I ^ _
EMISSIONS

Model E-0007-76 (Cont.)

(4) Ignition Model: Trans. JSME 41 0348 p. 2475

(1975).

(5) Fuel Injector Model: Trans. JSME 34 0260 p. 755

(1968). —

ASSUMPTIONS

LIMITATIONS

The major assumptions that the model is founded on

are:

- Jet spreads at specified angle (no radial

distribution) and entrains air.

- Same penetration for all packages.

- All droplets at same initial diameter; they

evaporate without affecting each other.

- Vapor ignites after an ignition delay which is

given by the expressions of Mullaney (1959),

Hurn (1951).

- Diffusion flame exists around groups of

droplets.

- Rate of burning controlled by fuel evaporation

or air entrainment.

- All combustion at stochiomeLric.

- Heat transfer to walls by Woschni (1968) - no

radiation.

- Each burnt gas package has its own temperature.

- Eleven species plus soot (all but NO and soot

in equilibrium).

® Restricted to portion of cycle when valves are

closed. (No intake, exhaust, or turbocharger.)

• No rigorous treatment of wall impringement.

• Radiation heat transfer not explicitly treated.

3-140

0
EMISSIONS

Model E-0007-76 (Cont.)

• No mixing between neighboring packages.

• No way to model chamber shape effects.

• Weak on air motion and turbulence.

ADVANTAGES ® Cost effective.

• Minimum of empiricism.

• Includes spray details and thus can predict the

effects of changes to fuel injector.

VALIDATION Validated against Mitsubishi DT-6 engine, as shown

in SAE Paper 760129 (1976).

Accuracy is sufficient to show emissions trends but

not absolute values.

Accuracy: Model could be improved in the areas

shown in LIMITATIONS. These improvements would

make model more versatile but not necessarily more

accurate.

Input Data Accuracy: Nothing special here: fuel

schedule to nearest degree CA.

FUTURE POTENTIAL Hiroyasu's plans - unknown.

3-141

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d

P
FMTSSTONS

Model E-0008-71

NREC DIESEL EMISSIONS MODEL

1971

Rastress, Chng, and Dix

Northern Rerearch and Engineering Corp.

EPA

Non-specific (all diesel engines)

Originally inter:ed for civilian, but applicable

to military engines as well.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE. Emissions predictions for developing design

criteria for fuel injection systems for two types

of diesels:

- Direct injection

- Indirect injection

Output:

- Emissions (NO )

Performance (isfc)

Coefficients:

- Specified evap. duration of rate (C 1)

- Specified burn duration or burn rate (C99)

- Average fuel/air ratio during burning (F1)

- Specified increment of fuel-air ratio

(dispersion F)

- Specified mixing ccefficient (C3)

- Specified heat tran fer coefficient (C4)

REFERENCES Bastress, E.K., Chng, 1.M., and Dix, D.M., "Models

of Combustion and Nitric Oxide. Formation in

Direct and Indirect In- =_ction Compression Ignition

Engines." SAE Paper 7 9053, 1971.

RELATIONSHIP TO This model was develoTed based on NREC's experOTHF.R MODELS ience modeling gas to bine engines. Some of

the same assumptions are used for diesel engine

combustion as were u;ed for gas turbines (e.g..

distribution of fue -air ratios).

PRECEDING PAGE BLANK NOT FPL MED

3-143
EMISSIONS

Model E-0006-71 (Cont.)

HISTORY OF MODEL Model was constructed under contract to EPA.

OPERATIONAL CAPABILITIES Model has the capability to predict the effect of

each of the input parameters on NO emissions and

performance (isfc).

ASSUMPTIONS a Evaporation rate specified as Gaussian shape

(Lyn 1960).

• Ignition delay correlation of Tsao (1962).

• "Backlog" of fuel vapor burns over a range of

F/A, "new" fuel vapor burns at average F/A

(specified).

• Mixing rate proportional to available volume

of each package.

• Specified burn rate equal to or exceeding the

evaporation rate.

• Heat transfer: coefficient which is specified.

LIMITATIONS o Only portion of cycle with valves closed is

modeled.

• Mixing law is arbitrary not mechanistic (no

jet theory).

• Evaporation law is arbitrary not mechanistic

(no spray, no droplets).

• Six arbitrary coefficients must be specified

(some rules of thumb given in the paper for

how to do this).

• No soot prediction.

• Poor heat transfer capability (adiabatic

engine not readily modeled).

DATA INPUT REQUIREMENTS Engine geometry: bore, clearance volume, corm-rod

length, stroke (crank diameter), valve closing.

Operating conditions:

- Fuel mass, injection rate and timing

- Wall temperature

- Air pressure, temperature

- Residua: fraction

- RPM

- Fuel schedule

u4 3-144
EMISSIONS

Model E-0008-71 (Cont.)

Coefficients:

- Specified evaporation duration or rate (C1)

- Specified burn duration or burn rate (C )

- Average fuel/air ratio during burning (fin

- Specified increment of fuel-air ratio (dispersion F)

- Specified mixing coefficient (C )

- Specified heat transfer coefficient (C4)

ADVANTAGES

VALIDATION

® Simplicity

® Non-uniform temperature and fuel-air ratio is

included.

t Validated at single load and speed with

8-cylinder automotive engine (4 1/2" bore, 200

hp, 3200 RPM).

e Suspect that agreement would be relatively poor

if the timing, speed, load, etc., of that

engine had been varied.

a Attempts were made by Wilson and Kau in 1974

to use this model to fit some data from a

6"-bare Cummins diesel engine. Agreement was

poor no matter what coefficients were picked.

sessment of Accura

This model contains a number of mathematical

(non-physical) expressions for evaporation,

ignition, mixing, combustion. The coefficients

must be changed for every engine the model is set

up to simulate.

Substantial revisions would have to be made to

improve this situation; it is doubtful if the

effort would be worth it, compared to just using

more physical models such as the Ultrasystems or

Hiroyasu model.

Fortran; CDC, IBM machines. (Some code errors

must be caught and fixed.)

3-145

COMPUTING REQUIREMENTS

f

f

4

I

i
EMISSIONS

Model E-0008-71 (Cont.)

Cost is relatively low, abcut $10-$20 per run.

NREC is no longer ac'.ive in this area.

Public domain; was available from NREC for $100 in

1974; probably currently available.

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY

s

e

fr

3-146

v
EMISSIONS

Model E-0026-73

TITLE

DATE.

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

C.A.V. Diesel Emissions Model

1970-1973

Khan, Greeves, Probert, Grigg, and Syed

C.A.V. Ltd., Acton, London

C.A.V. Limited

All modes

Civilian or Government

OBJECTIVE This model is designed to predict soot and NO

formation in direct-injection engines, as well as

rate of heat release, isfc, and related

performance parameters.

REFERENCES (1) Grigg, H.C., and Syed M.H., "the Problem of

Predicting Rate of Heat Release in Diesel

Engines," Paper 18, Symposium on Diesel

Engine Combustion, Institution of Mechanical

Engineers, 1970. Also SAE Paper 700503,

1970.

(2) Khan, I.M., Greeves, G., and Probert, D.M.,

"Prediction of Soot and Nitric Oxide

Concentrations in Diesel Engine Exhaust," IME

Publication C142, p. 205, 1971.

(3) Khan, I.M. and Greeves, G., "A Method of

Calculating Emissions of Soot and Mitric

Oxide from Diesel Engines," SAE Paper 730169,

1973.

RELATIONSHIP TO Grigg and Syed (1970) developed the fuel-air jet

OTHER MODELS/HISTORY mixing model as a baits for improved heat release

OF MODEL predictions. Based on this model and emissions

data of Khan and Wang (1971), an extended diesel

emissions model was developed by Khan, Greeves,

and Probert (1971). Then in 1973, an improved

version was presented as SAE Paper 730169.

3-147 t

len
EMISSIONS

Model E-0026-73 (Cont.)

OPERATIONAL CAPABILITIES

ASSUMPTIONS

Results of Simulation:

- Calculates fuel spray evaporation and

mixing with air

- Direct injected engines

- Calculates rate of heat release

- Calculates thermal efficiency or

fuel consumption (isfc)

- Calculates heat transfer to walls

- Calculates emissions (NOx , soot, HC)

Structure: List of submodels or processes

included:

- Fuel injection; fuel vapor jet

- Ignition delay

- Combustion rate ( fuel-air macro-mixing and

micro-mixing).

- NO Model

Soot Model

- Heat transfer

o Intake, exhaust: Not included

® Fuel spray evaporation: Instantaneous

vaporization. Schweitzer formula for conical

spray penetration and dispersion.

v Ignition delay: Specified empirically.

a Mixing of air-fuel: Air is entrained according

to the fuel jet spreading expression.

Entrainment and diffusion coefficients must be

specified. Swirl effects on mixing rate are

not treated.

• Fuel-air ratio of burned gas: Three zones

(fuel vapor, burned gas, and air).

• Combustion rate: Proportional to air

entrainment.

• Heat transfer: Annand -type expression.

• No Model: Zeldovich mechanism, but with

adyusted coefficient.

3-148
LIMITATIONS

DATA INPUT REQUIREMENTS

EMISSIONS

Model E-0026-73 (Cont.)

® Soot Model: Arrhenius law for soot formation.

Oxidation model not included.

® Burned gas mixing: Not included.

(I) Inadequate treatment of fuel-air mixing and

gas temperature non-uniformities. Predicted

temperatures are too low.

(2) Inadequate treatment of heat transfer:

single bulk gas temperature assumed rather

than local hot zones.

(3) Inadequate treatment of burned gas mixing:

some zones stay hot too long.

(4) Soot, NO : Neglects soot oxidation rate;

also modffied the NOx rate constant.

Geometrical and Design Parameters:

- Bore

- Stroke

- Conn. rod length

- Chamber volume

- Valve closure time

Model Coefficients:

- Soot rate coefficient

- Ignition delay

- Diffusion coefficient

- Entrainment coefficient as function of RPM and

swirl

Operating Parameters:

- Load

- Speed

- Injection timing

- Trapped gas temperature and pressure

- EGR or residual fraction

- Fuel injection pressure

- Injection rate

- Cylinder wall temperature

- Fuel orifice size and number

- Swirl level

s

3-149
EMISSIONS

Model E-0026-73 (Cont.)

ADVANTAGES (1) Takes into account fuel injection parameters

' and bir swirl level in a simplified manner.

(2) One of few models to include treatment of

soot formation.

VALIDATION Engine descriptions:

(1) Turbocharged Dorman, 6LBT

(2) 0.97 1 engine

(3) 1.36 1 engine

(4) 1.89 R engine

Variables tested; model agreement:

e Cylinder pressure traces were matched by the

R model with suitable coefficients.

® Soot predicted to ± 30% with variations in

timing, rate of injection, load, swirl, and

speed.

` a No trends predicted fairly well but not

absolute values.

Assessment of accuracy: Sufficient for design

1 guidelines but not a predictive emissions model.

Y COMPUTING REQUIREMENTS Not specified.

p

COST OF OPERATION I minutes of CPU time at $60 to $100/min

(estimated)

a

FllTURE POTENTIAL No further work on this model has been published

in the last 10 years.

AVAILABILITY Possibly available from C.A.V.

3-150

1^ ® 
EDIT SS I ONS

Model E-0071-75

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

Cranfield Model

1971-1975

D. Hodgetts, H.D. Shroff, I.R. Isaac

Cranfield Institute of Technology

ITK government and industry

All modes

Civilian or Government

To predict nitric oxide emissions of a diesel

engine, taking into account gradients of temperature and concentration

a

REFERENCES (1) Shroff, H.D., "The Simulation and Optimization of the Thermodynamic Processes of a

Diesel Engine," Ph.D. Thesis, Cranfield I.T.,

1971.

(2) Shroff. H.D., "The Simulation and Optimization of the Thermodynamic Processes of a

Diesel Engine," SAE paper 740194, 1974.

(3) Isaac, I.R., "A Study of the Formation of

Nitric Oxide in a Diesel Engine," Thesis,

Cranfield I.T., 1971

(4) Hodgetts, D. and Shroff, H.D., "More on the

Formation of Nitric Oxide in a Diesel

Engine," Combustion in Engines, page 129,

I1(E, London, 1976.

RELATIONSHIP TO OTHER This model extends the earlier published diesel

MODELS/HISTORY OF MODEL spray work of Austen. and Lyn with the thesis works

of Isaac and Shroff into a two-dimensional multizone diesel model. The authors also rely on the

simple semi-empirical expressions of Whitehouse

(!ME, 1970), for combustion rate.

i

J

t

r 3-151

1
EMISSIONS

Model E-0071-75 (Cont.)

Output of Simulation:

- Direct Injected Engines

- Calculates fuel spray evaporation and mixing

with air

- Calculates heat transfer to walls

- Calculates emissions (NOx only)

Structure: List of submodels or processes included

- Fuel injection

- Fuel evaporation

- Ignition delay

- Fuel-air mixing

- Combustion rate

- Gas properties

- NO model

Neat transfer

(1) Fuel spray evaporation: Rate of evaporation

proportional to amount of liquid fuel remaining in each zone (Whitehouse, 1970).

(2) Mixing of air-fuel:

- Macromixing by jet entrainment (cosine

variation of radial velocity);

- Micromixing controlled by fuel evaporation

(3) Ignition delay: Wolfer type expression

(4) Combustion rate

- Proportional to fuel and/or air available

- Arrhenius with 11 kcal/mole activation

energy (essentially instantaneous combustion)

(5) Fuel-air ratio of burned gas:

Varies according to jet entrainment of air.

(6) Gas properties:

From McBride at al (NASA SP 3001)

(7) Heat transfer:

Used Woschni (SAE 670931) as the source,

modified by turbulence coefficient;

OPERATIONAL. CAPABILITIES

ASSUMPTIONS

(

3-152
EMISSIONS

Model E-0071-75 ( Cont.)

LIMITATIONS

DATA INPUT REQUIREMENTS

(B) NO model:

F.x^ended Zeldovich equations with partial

equilibrium

(I) Combustion rate expression is arbitrary and

not physically related to the local mixing

of fuel and air.

(2) Treatment of heat transfer does not include

boundary layer. Heat transfer rate is proportional to volume of the zone instead of

surface area.

(3) Inadequate treatment of burned gas mixing.

(4) Soot, HC, CO emissions are not included in

the calculations.

(5) Fuel spray atomization and droplet surface

area are not modelled.

Geometrical and Design Parameters:

- Bore

- Stroke

- Connecting rod length

- Chamber volume

Computational Parameters:

- Number of zones across the jet

Operating Parameters:

- Load

- Speed

- Injection timing

- Gas composition and density

(Intake manifold temperature, pressure and

EGR or residual fraction) at valve closure

- Fuel injection rate

- Cylinder wall temperature

- Piston bowl diameter and volume

- Fuel orifice size and number

- Swirl level

- Turbulence factor

3-153

t

i

i ^
EMISSIONS

Model E-0071-75 (Cont.)

ADVANTAGES This model is one of few diesel combustion simulation which attempts to treat the actual fuel-air

ratio and temperature gradients produced by the

burning fuel jet.

VALIDATION Engine description:

6-cylinder, direct injection, 98mm bore,

127mm stroke

Variables tested; model agreement:

- Cylinder pressure versus crank angle

(agrees to ±10%)

- Rate of fuel injection (agrees)

- Below 70% load NO emission agrees to i20%

for vrriations inxload and speed. Above

70% load, model seriously in error because

fuel jet predicted to be too fuel rich.

Assessment of accuracy: Relatively poor accuracy

due to limitations noted above. This model was a

step in the right direction but (as the authors

note) more work is needed in several areas.

COMPUTING REQUIREMENTS Not specified

COST OF OPERATION 1 minute of CPU time at $60-100/min (Estimated)

FUTURE POTENTIAL Model would need refinements in order to be useful-

- Add a fuel spray atomization model

- More work needed on wall impingement

of fuel jet and associated air entrainment.

- More work needed on overspill of burning mixture from piston bowl into the quench area.

- More realistic combustion rate model.

- Improved model for mixing of burned gasses.

AVAILABILITY Possibly available through international technology exchange programs; Cranfield is analogous to

NASA Lewis for the UK.

3-154
COMBUSTION CHAMBER SHAPE

Model E-0009-78

TITLE Livermore Fuel Spray Model

DATE 1978

AUTHORS Haselman, L.C. and Westbrook, C.R.

ORGANIZATION Lawrence Livermore Lab.,

University of California,

Livermore, CA.

SPONSOR ERDA

TRANSPORTATION MODE All modes

APPLICATION Civilian or Government

OBJECTIVE Two-dimensional model for fuel spray (applicable

to either diesel or stratified charge).

REFERENCES Westbrook, C.K., "Three-Dimensional Numerical

Modeling of Liquid Fuel Sprays", 16th Symposium

(Int°1) on Combustion, Cambridge, 1976.

Westbrook, C.K., "Numerical Solution of the

Spray Equation", UC. Lawrence Livermore Lab

Report UCID-17361, 1977.

Haselman, L.C., and Westbrook, C.K., "A

Theoretical Model for Two-Phase Fuel Injection

in Stratified Charge Engines", SAE 780318, 1978.

RELATIONSHIP TO OTHER This Livermore computational effort on reciproMODELS/HISTORY OF MODEL cating engines was part of the ERDA/DOE joint

industry/gov°t. effort to further basic research

on engines. General Motors Research Laboratories

worked with Westbrook on the model.

OPERATIONAL CAPABILITIES Output of Simulation:

- Direct or indirect injected diesel engines,

stratified charge engines also.

- Calculates fuel spray evaporation and mixing

with air.

3-155

s
COMBUSTION CHAMBER SHAPE

Model E-0009-78 (Cont.)

ASSUMPTIONS

LIMITATIONS

DATA INPUT REQUIREMENTS

Structure: List of submodels or processes included

- Fuel injection

- Fuel evaporation

- Fuel-in mixing

- Gas properties

(1) Fuel spray injection and evaporation:

Basic unsteady two-phase conservation equations

are solved in two dimensions, with a minimum of

simplifying assumptions. A droplet distribution function represents the location and size

of the droplets. The effect of the droplet

ensemble momentum on the air flow is included.

The effect of fuel vapor saturation in dense

sprays is also included. A source term for

momentum (Sv ) is used to simulate the spray.

(2) Mixing of air and fuel: Turbulent diffusion

(coefficient specified) and spray evaporation

determines the amount of air and fuel vapor in

each call. Within each computational cell, the

fuel is considered instantaneously well mixed.

(3) Gas Properties: Constant specific heat, unity

Lewis Number, ratio of specific heats 1.4.

(1) Covers fuel spray evaporation and mixing only,

not ignition, combustion, heat transfer or

emission formation.

(2) Relatively large computation time requirement.

Geometrical and Design Parameters:

- Bore

- Stroke

- Connecting Rod Length

- Chamber volume

- Valve areas vs. time

Computational Parameters:

- a, turbulence coefficient

- grid spacing (typical 2 mm)

3-156

! 1mt
ADVANTAGES

COMBUSTION CHAMBER SHAPE

Model E-0009-78 (Cont.)

Operating Parameters.

- Load

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- ECR or residual fraction

- Injection rate

- Cylinder wall temperature

- Piston or c y linder head shape

- Fuel orifice size and number

- Swirl. level

(1) Two-dimensional, can treat chamber

shape effects.

(2) More realistic and accurate treatment

of spray jet and air entrainment than

most other models, except perhaps the GM

or Princeton model.

(3) Includes unsteady effects of the spray

penetration (most other diesel spray models

are quasi-steady)

VALIDATION Engine description: Model not tested against

an actual engine. Instead, calculations were

carried out for an ideal case of a flat

circular disk chamber of 4 cm radius, 25 atm

pressure, and 750°K temperature (similar to

CR = 10/1 engine). Injector operates for

2 msec with fuel spray velocity 500 m/sec.

Assessment of accuracy: Cannot be gauged

without measurements. However, model

predictions appear qualitatively reasonable.

COMPUTING REQUIREMENTS CDC 7600, Fortran IV

COST OF OPERATION 60-80 minutes of CPU time at $60-100/min

for a 40x40 grid (droplet model).

Approximately $5,000 - $6,000 per case.

3-157
COMBUSTION CHAMBER SHAPE

Model E-0009-78 (Cont.)

FUTURE POTENTIAL (1) Explore ways to shorten computer time

(2) Couple with combustion model

(3) Introduce ignition model

(4) Add heat transfer

(5) Add pollution formation

AVAILABILITY Presumably available, since DOE

sponsored the work.

3-158
0

f

1

COMBUSTION CHAMBER SHAPE

Model E-0010-77

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

Princeton Internal Combustion Engine Model

1973-1977

F.V. Bracco, H.C. Gupta, P.J. O'Rourke

Princeton University

National Science Foundation, FPDA, Volkswagen

and Curtiss-Wright

Diesel engines used in highway, rail, pipeline

and marine transportation.

Civilian and Military Engines

To develop a multi-dimensional, spatially

detailed model applicable to stratified change

and diesel engines.

APPLICATION

OBJECTIVE

REFERENCES (1) Bracco, F.V., "Introducing a New Generation

of More Detailed and Informative Combustion

Models," S.A.E. Transactions, 1975, Vol. 84,

Presented at the S.A.E. International

Stratified Charge Engine Conference,

30 October 1974.

(2) Bracco, F. V., "Theoretical Analysis of

Stratified, Two-Phase Wankel Engine,"

Combustion Science and Technology, Vol. 8,

Nos. 1 and 2, October 1973, pp. 69-84.

(3) Gupta, H.C., Bracco, F.V., and Westbrook,

C.K., "Mathematical Modeling of Two-Phase,

Unsteady, Two-Dimensional Flows", Paper G5

presented at the Fifth International Colloquium on Gas-dynamics of Explosions and

Reactive Systems, 8 Sept. 1975.

(4) Bracco, F.V., Gupta, H.C., Krishnamurthy, L.,

Santavicca, D.A., Steinberger, R.L., and

Warshaw, V., "Two-Phase, Two-Dimensional

Unsteady Combustion in Internal Combustion

Engines: Preliminary Theoretical-Experimental

Results," Paper 760114 presented at the SAE

Automotive Engineering Congress, 23rd

Feb. 1976.

3-159
COMBUSTION CHAMBER SHAPE

Model E-0010-77 (Cont.)

(5) Bracco, F.V., "Unsteady Combustion of a

Confined Spray," American Institute of

ChemicalEngineers Symposium Series, Vol. 70,

No. 138, 1974, pp. 48-56.

(6) Bracco, F.V., "Modelling of Two-Phase, TwoDimensional Unsteady Combustion for Internal

Combustion Engines," I. Mach. E. Paper

C171-77, p. 167, 1977.

RELATIONSHIP TO OTHER Related to the Los Alamos model; in that both use

MODELS/HISTORY OF MODEL the "RICE" computer program for two-dimensional

unsteady combusts ,)n. P.J. O'Rourke worked at both

Los Alamos and Princeton on this model.

OPERATIONAL CAPABILITIES Output of Simulation - For Direct and Indirect

Injection Engines;

- Calculates fuel spray evaporation and

mixing with air

- Calculates rate of heat release by

combustion

- Calculates heat transfer to walls

- Calculates thermal efficiency and

fuel consumption (isfc)

- Calculates emissions (NO x)

Structure; List of submodels or processes included:

- Fuel injection and evaporation

- Mixing of fuel and air

- Ignition delay

- Combustion rate

- Gas properties

- Mixing of burned gas

- NO model

- Heat transfer

3-160
COMBUSTION CHAMBER SHAPE

Model E-0010-77 (Cont.)

ASSUMPTIONS Chamber dimensions: Fixed; No piston motion. The

model is directed at the 30 degrees crank angle

after TDC during which piston motion is

negligible.

Fuel spray eation: Ranz-Marshall vaporization rate, vpora

Stokes' drag equation, mono-disperse

spray, specified spreading angle.

Mixing of fuel and air: Turbulent mixing of

evaporated fuel and air according to simple

diffusivity model (isotropic). Entrainment of

spray not modeled.

Ignition delay: At specified time, ignition is

accomplished numerically in a corner of the

chamber.

Combustion rate: One step irreversible reaction

rate. Fuel and air react in stoichiometric

proportions.

Gas properties: Constant ratio of specific heats

(over simplified - no dissociation). Constant and

equal specific heats and molecular weights for all

species.

Mixing of burned gases: Turbulent mixing of

burned gas according to simple diffusivity model.

NO model: Extended Zeldovich with all species

—in equilibrium except NO.

Heat transfer: Fractional reduction of the heat

of combustion (user designated) (McAdams-type

correlation used to estimate the fraction).

LIMITATIONS (1) No simulation of compression and its

effect on gas motion.

(2) Excessive computer time, particularly for

spray case.

3-161
COMBUSTION CHAMBER SHAPE

Model E-0010-77 (Cont.)

(3) Does not include model for entrainment of air

into fuel jet which controls combustion rate,

emissions and bsfc. Emphasis placed on

flame propagation through the gas mixture,

which is not critical for .he diesel engine.

(4) Inadequate boundary layer heat transfer and

turbulence models.

DATA INPUT REQUIREMENTS

ADVANTAGES

i

VALIDATION

Geometrical and Design Parameters:

- Bore

- Chamber volume

- Chamber shape (piston and head)

Operating Parameters:

- Load (fueling rate)

- Speed

- Injection timing

- Intake manifold temperature

- Intake manifold pressure

- EGR or residual fraction

- Injection rate

- Fuel orifice size and number

- Swirl level

Computational Parameters:

- Chemical reaction rate parameters

- Ignition time and location

- Eddy diffusivity (500 cm'/sec)

- Spatial resolution (0.5 cm)

- Wall temperature

- Initial spray dropsize coefficient

(1) One of the first models to appear which was

spatially detailed.

(2) Attempts a detailed description of spray drag

and evaporation

Not validated against real engine data.

Predicted profiles appear qualitatively reasonable

but accuracy is untested.

4r

Y.

C

3-162
i

{ -

I'

P,

1.

COMBUSTION CHAMBER SHAPE

Model E-0010-77 (Cont.)

COMPUTING REQUIREMENTS Run on IBM 360/91, Fortran.

COST OF OPERATION Without spray (flame motion only):

2 to 3 minutes computer time for each 1 msec

(12°CA) engine process duration.

With spray:

Factor of 10 larger (20 to 30 minutes for each

12°CA engine process duration; estimated $5000 to

$10000 for complete (360 0 CA) revolution).

FUTURE POTENTIAL (1) Better way of accounting for turbulent

mixing than the "diffusivity" approach.

(2) Inclusion of boundary layer concepts for

wall heat transfer.

(3) Better coupling of spray equations with

gas-phrase equations (e.g., Los Alamos

approach).

AVAILABILITY Presumably available, since ERDA/NSF sponsored

much of the work.

pP

p

3-163
PPECEDING PAGE BLANK NOT FILMED

3-165

COMBUSTION CHAMBER SHAPE

Model E-0029-80

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Imperial College Diesel Spray Model

1978-1980

Gosman, A.D., Johns, R.J.R., Watkins, A.P.,

and Melling, A.

Imperial College

Perkins Engine Company and UK Scientific

Research Council

All modes

Civilian or Government

OBJECTIVE To predict the three-dimensional characteristics

of a diesel spray mixing with air, including

turbulence, droplet tra;ectory, droplet

evaporation, and impingement. (Heat release and

pressure rise are not predicted.)

REFERENCES (1) Gosman, A.D., Melling, A., Whitelaw, J.H.

and Watkins, A.P., "Axisymmetric Flow in a

Motored Reciprocating Engine," Proc. I.

Mech.F.. 192, No. 11, p. 213, 1978.

(2) Gosman, A.D., and Johns, R.J.R., "Development

of a Predictive Tool for In-Cylinder Gas

Motion in Engines," SAE 780315, 1978.

(3) Gosman, A.D., Johns, R.J.R., Tipler, W., and

Watkins, A.P., "Computer Simulation of

In-Cylinder Flow, Heat Transfer and

Combustion," 13th CIMAC Conference, 1979.

(4) Gosman, A.D., and ,johns, R.J.R., "Computer

Analysis of Fuel-Air Mixing in Direct

Injection Engines," SAE Paper 800091, 1980.

(5) Gosman, A.D., Johns, R.J.R. and Watkins,

A.P., "Development of Prediction Methods for

In-Cylinder Processes in Reciprocating

Engines," Combustion Modeling in

Reciprocating Engines, p. 69, ed. by J.N.

Mattavi and C.A. Amann, Plenum Press, 1980.
COMBUSTION CHAMBER SHAPE

Model E-0029-80 (Cont.)

RELATIONSHIP TO OTHER Gosman's group has pioneered the use of detailed

MODELS/HISTORY OF MODEL multi-dimensional models for furnaces and gas

turbines; these papers represent an attempt to

apply these modeling techniques to diesel engines.

The fuel spray model (SAE 800091) relies on the

earlier work of Borman and Johnson (1962) on

droplet evaporation and ballistics.

OPERATIONAL CAPABILITIES Output of Simulation:

- Direct injected engines

- Calculates fuel spray evaporation and

mixing with air in three dimensions, spatially

resolved

- Calculates air motion and turbulence

- Does not calculate combustion rate or cylinder

pressure

Structure; List of Submodels or processes

included:

- Intake, exhaust

- Air motion

- Fuel injection and droplet trajectories

- Turbulence level

- Fuel evaporation

- Gas properties

ASSUMPTIONS ® Three-dimensional, axisymetric.

® Air motion: Conservation equations in moving,

curvilinear orthogonal coordinates for axial,

radial and circumferential velocity.

e Intake, exhaust: Orifice flow

s Turbulence: Two-equation model for turbulence

energy and dissipation rate.

e Fuel spray: Pintle nozzle creates "ring" of

spray. Discrete droplet parcels issue from

atomization zone and are followed in Lagrangian

coordinates.

e Dropsize distribution based on Hiroyasn (1978).

F

^f•

t 3-166
COMBUSTION CHAMBER SHAPE

Model E-0029-80 (Cont.)

• Evaporation rate: Droplets evaporate b, the d2

Law.

• Assumes no effect of the spray on the

turbulence.

• Wall impingement: droplets ad^ere to wall but

continue to evaporate by the d Law.

• Ignition delay: Not included

• Fuel-air ratio of burned gas: Not included

• Gas properties: Standard tables

• Combustion: Not included

• Heat transfer: Detailed gas temperature

profile available, but boundary layer treatment

not described (if any) and radiation not

included.

• NO model: Not included

Soot model: Not included

Burned gas mixing: Not included, but easily

added.

LIMITATIONS ( 1) No ignition or combustion ( fuel-air mixing

only)

(2) Requires large amount of computer time.

(3) Inadequate treatment of heat transfer, whi.:h

could be readily corrected to include

boundary layer and radiation phenomena.

(4) Not capable of predicting e missions (soot,

NO ).

x

(5) Spatial resolution needed for the spray is

much finer than that needed for the engine.

3-167

i

i
COMBUSTION CHAMBER SHAPE

Model E-0029-80 (Cont.)

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Connecting rod length

- Chamber volume

- Valve area vs. crank angle

Model Coefficients:

- Turbulence energy coefficient

- Dissipation rate coefficient

- Mean droplet size

- Dropsize distribution coefficient

- Grid size

- Boundary conditions

Operating Parameters:

- Load

- Speed

- Injection timing

- Trapped gas pressure and temperature

- EGR or residual fraction

- Injection rate

- Cylinder wall temperature

- Piston or cylinder head shape

- Fuel orifice size and number

- Swirl level

- Spray angle

ADVANTAGES This type of model is uniquely capable of

describing the spatial distribution of the diesel

spray, and the effect of chamber shape on air

motion. Only the Los Alamos model is comparable

in these ambitious features.

VALIDATION Engine description: Open-chamber DI engine (9.14

cm bore, 12.7-cm stroke) with CR =21 at 1,400 RPM.

Variables tested; model agreement: Model not

tested against experimental measurements.

Computer plots appear plausible, however, and show

that the spray creates its own turbulence.

Assessment cf Accuracy: Agreement with motored

engine velocity 2nta was considered unacceptable

by the authors.

3-168
7

COMBUSTION CHAMBER SHAPE

Model E-0029-80 (Cont.)

COMPUTING REQUIREMENTS IBM 360/195

COST OF OPERATION 40 minutes (about $3,000) for motored engine cycle

(no fuel spray or c)mbustion) with 30x30 grid.

Presumably several hours ($10,000 or more) for a

run with fuel spray, but still no combustion.

FUTURE POTENTIAL (1) Need improved sub-models to avoid grid resolution problems.

(2) Need to add ignition and combustion including

the coupling between turbulence and heat

release.

(3) Need improved atomization model.

AVAILABILITY Available through Gosman's consulting firm.

i.

3-169
COMBUSTION CHAMBER SHAPE

Model E-0072-78

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

Los Alamos Direct-Injection Engine Model

1978

Butler, T.D. Dukowicz, J.K.

Cloutman, L.D. Ramshaw, J.D.

Krieger, R.B.

Los Alamos/General Motors Research Lab.

DOE (Contract W-7405-ENG-36)

Diesel engines used in highway, rail, pipeline

and marine transportation.

APPLICATION Civilian or Military engines

OBJECTIVE To compute the detailed (spatially-resolved) flow

and temperature profiles in a direct-injection

engine, and the resulting NO and power output i

(isfc).

REFERENCES (1)

(2)

(3)

Butler, T.D.; Cloutman, L.D.; Dukowicz, J.K.;

Ramshaw, J.D.; and Krieger, R.B., "Toward a

Comprehensive Model for Combustion in a

Direct-Injection Stratified-Charge Engine,"

Combustion Modeling in Reciprocating Engines,

p. 231, Ed. by J.N. Mattavi and C.A. Amann,

Plenum Press, 1980.

t1 :rt, C.W.; Amsden, A.A.; and Cook, J.D., "An

Ai itrary Lagrangian-Eulerian Computing Method

for Al*, Flow Speeds," J. Comp. Phys. 14,

p. 227, 1974.

Dukowicz, J.K., "A Particle-Fluid Numerical

Model for Liquid Sprays," J. Comp. Physics,

1980.

RELATIONSHIP TO OTHER This model has an unusual history in that, unlike

MODELS/HISTORY OF MODEL most engine simulations, the original computer code

was developed by Los Alamos for nuclear fireball

calculations. The "YAQUI," "RICE," and "APACHE"

computer codes, developed from 1973 to 1979,

PRECEDING PAGE BLANK NOT F#LIWED

3-171
COMBUSTION CHAMBER SHAPE

Model E-0072-78 (Cont.)

provided the basis for computing turbulent fluid

flow with chemical reactions. The idea of using a

computational mesh which moves with the flow (with

the piston) was an important break-through with

these codes. The spray model is also taken from

work on nuclear reactor two-phase flow.

OPERATIONAL CAPABILITIES Output of Simulation - For Direct Injection Diesel

Engines and Stratified-Charge Engines:

- Calculates fuel spray evaporation and mixing

with air

- Calculates rate of heat release by combustion

- Calculates heat transfer to walls

- Calculates thermal efficiency and fuel

consumption (isfc)

- Calculates emissions (NO x only)

Structure; List of submodels or processes included:

- Compression/Expansion

- Fuel injection, atomization and evaporation

- Mixing of fuel and air

- Ignition delay

- Combustion rate

- Gas properties

- Mixing of burned gas

- NO model

Heat transfer

ASSUMPTIONS Compression/Expansion: 2-D axisymetric turbulent

flow, with mesh moving with the piston. Turbulence

represented by eddy diffusivity.

Fuel spray, atomization and evaporation: Spra7 is

represented by a restricted number of discrete

particles rather than as a continuum; this saves

computer time. Each particle evaporates and

exchanges momentum and energy with the gas. Dropsize

distribution taken from Hiroyasu (SAE 740715)

experiments.

3-172
COMBUSTION CHAMBER SHAPE

Model E-0072-78 (Cont.)

Mixing of fuel and air: Spray entrainment

calculated from an assumed spray angle by a "Monte

Carlo" method,based on ballistics of the spray

particles.

Ignition delay: Specified delay (1.7 msec),

mixture ignited by artificially raising one zone to

1600K.

Combustion rate: Finite chemical reaction rates

are taken into account using a single step global

first order reaction for octane. Flame propagation

rate determined by turbulent transport equations.

Gas properties: Temperature dependent ratios of

energy/temperature for each specie.

Mixing of burned gases: Described by complete

turbulent diffusion equations.

NO model: Extended Zeldovich mechanism, but

omitting the N +OH reaction in lean regions. The

oxygen atom and OH,H concentrations are taken from

a table of equilibrium values.

Heat transfer: No wall

Energy transport within

conservation equation.

heat transfer included.

the gas described by

LIMITATIONS (1) Does not include intake, exhaust flow through

valves or turbocharger operation; deals with

closed cylinder processes only.

(2) Heat transfer to the walls is not included in a

realistic manner.

(3) Turbulence model is overly simple for this

powerful type of computer model.

(4) Chemical reaction rate for combustion is an

unnecessary feature since combustion is thought

to be mixing controlled.

(5) Large computer time required.

3-173

i
COMBUSTION CHAMBER SHAPE

Model E-0072 - 78 (Cont.)

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Bore

- Stroke

- Connecting rod length

- Chamber volume

- Valve areas vs. time

- Chamber shape ( piston and head)

Operating Parameters:

- Load (fueling rate)

- Speed

- Injection timing

- Intake manifold temperature

- .Intake manifold pressure

EGR or residual fraction ( scavenging efficiency)

Injection rate

Fuel orifice size and number

Swirl level; Initial charge velocity

distribution.

Initial fuel spray dropsize and velocity

distribution.

Computational Parameters:

- Grid size ( 25x25 is typical)

- Turbulent eddy diffusivity coefficient

- Reaction rate coefficient

- Ignition delay

- Average droplet size

- Spray angle

ADVANTAGES s Can predict development of flow field as

affected by piston shape and compression.

a Can predict spatial flame propagation along

spray and transition from premixed to diffusion

mode.

® Can predict spatial temperature profiles which

are quite important for heat transfer calculations.

a Can predict locations of peak NO formation.

0

f

3-174

4 ^s
COMBUSTION CHAMBER SHAPE

Model E-0072-78 (Cont.)

VALIDATION Engine description (hypothetical engine):

stratified charge

98 mm bore, 95 mm stroke

CR = 10

cup in piston

1600 rpm, low swirl

n-octane fuel

overall equivalence ratios

¢=.95 and 0 =.50

Variables tested; model agreement:

Model not validated against experiments because

flame traverses are not available for stratified

charge or diesel engines.

COMPUTING REQUIREMENTS Not specified

COST OF OPERATION Estimated to be 10-100 minutes ($600-6000) per

run on a large computer.

FUTURE POTENTIAL (1) Need better turbulence model which includes

both small scale diffusion and large scale

"wrin l•.iing" of the flame. Non-isotropic

etfects should be included.

•,2) Important processes occur on a sub-grid scale

and, therefore, new sub-grid models are needed.

(3) Need to add flame radiation and conductive heat

flux to the wall, including boundary layer

effects.

(4) May need to add local peak temperature to get

accurate NO predictiuns.

(5) Need to add ignition delay model.

I; AVAILABILITY Presumably available since DOE sponsored, unless

military classified.

f

k

4 .

3-175
FUEL INJECTION SYSTEM

Model E-0021-FI-70

TITLE Hybrid (Analog) Computer Simulation of the

Sampled-Data Model for Compression Ignition Engines

DATE 1970

AUTHORS C.R. Burrows, P.W. VanEetvelt, C.P. Windect

ORGANIZATION University of Sussex

SPONSOR. None stated

TRANSPORTATION MODE All

APPLICATIONS Military or civilian

OBJECTIVE To study the effects of non-linearities in fuel

injection components and engine load.

Output:

- Engine speed as a function of non-linear fuel

rack motion.

REFERENCES International Journal of Control, 1971, vol. 14,

no. 4.

RELATIONSHIP TO This investigation built upon the pioneering work

OTHER MODELS of Welbourn (1959), Bowns (1971) and Hazel] and

Flower (1971).

HISTORY OF MODEL Developed to prove the viability of sampled-data

theory to model fuel injection on compression

ignition engines. Prior to this investigation,

linear continuous control theory had been applied.

OPERATIONAL CAPABILITIES Examination of the influences of non-linear or

repetitive charges in fuel rack position on engine

speed under quasi-steady state conditions.

ASSUMPTIONS Relationship between fuel rack position and engine

speed is a constant function for any given load.

PRECEDING 'AGE BLANK NOT FIUWro

3-177

K
FUEL INJECTION SYSTEM

Model E-0021-FI-70 (Cont.)

LIMITATIONS a Program only considers the grossest of effects of

fuel rack position on engine speed.

• Torque delay and other data must be empirically

determined for each engine.

• Constant Load.

• Does not deal in any fundamental principals.

Purely empirically based.

DATA INPUT REQUIREMENTS ® Number of cylinders.

• Phase relationship and angle between fuel pulse

and engine torque pulse.

• Engine speed, at a constant load as a function of

fuel rack position.

Accuracy - Authors will explore an alternate model

(pulse-width simulation) in pursuit of improved

accuracy.

Data Base - One for each engine at every load of

interest.

ADVANTAGES Simple

VALIDATION Poor, but better than other, contemporary models.

COMPUTING REQUIREMENTS Not stated; certainly antiquated.

COST OF OPERATION Unknown.

FUTURE POTENTIAL Superseded by newer models with better performance.

AVAILABILITY Presumably available.

r

3-178

4
FUEL. INJECTION SYSTEM

Model E-0039-FI-73

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

Diesel Fuel Injection System Simulation and

Experimental Correlation

1970-1973

J.P. Bolt, M.F. E1-Erian, E.F. Wylie

University of Michigan, Ann Arbor

U.S. Environmental Protection Agency

Highway, predominantly

APPLICATION Military and civilian

OBJECTIVE To study the fuel flow and mechanical

characteristics of jerk pump injection systems to

understand and eliminate the cause of

after-injection (needle bounce).

Output - As a function of pump cam angle:

- needle lift

- pumping chamber pressure

- delivery chamber pressure

- pipe end pressure

- upper nozzle pressure

- injection chamber pressure

REFERENCES EPA Report EPA-460/3-74-001 (NTIS No. PB 237 208)

(contains SAE Papers 710569, 730661, 730662).

RELATIONSHIP TO None stated.

OTHER MODELS

HISTORY OF MODEL One of the earliest significant contributions

relative to fuel injection systems is due to Davis

and Giffen. Their discussion includes mention of

many of the significant variables involved in the

system: fluid compressibility, elastic deformation,

pressure wave propagation, fluid friction, and pump

and nozzle characteristics, including secondary

injection.

L. Juhasz used graphical water hammer concepts to

provide an analysis of a linear model of typical

simplified injection systems, including the elements

of the pipeline, pump, nozzle, and a fluid volume.

3-179
FUEL INJECTION SYSTEM

Model E-0039-FI-73 (Cont.)

Giffen and Row theoretically solve the equations

representing the injection system, taking into

account the effect of pressure waves in the delivery

pipe and the capacity effects of the volumes

concentrated in the pump and nozzle system. They

handled the differential equations by placing them

in finite difference form and finding an algebraic

expression for the solution. This method of

solution was limited to simple injection models

because of the time required for mathematical

solutions.

Knight introduced a model for viscous friction and

cavitation in the delivery pipe, and used the same

model for the pump and nozzle system described in

Giffen and Row. His calculations were performed on

a digital computer.

Becchi used a model which comprised a detailed

representation of the iTJcctor and the pump, but ho

neglected fiction in the delivery pipe and had no

provision for possible occurrence of vapor cavities.

He solved the system of differential equations by an

iterative method after writing them in finite

difference form.

Brown and McCallion combined Becchi'e; detailed

representation of the pump and injector with a model

that included viscous friction and possible

cavitation in the delivery pipe. They also

considered a detailed modeling of the delivery valve

as described by Stone, and solved the system of

equations by another iterative method.

The work of Walwijk, Van der Graaf, and Jansen is

also to be noted. Their experimental apparatus

enabled them actually to measure the motion of the

delivery valve and injector needle, as well as the

pressure in various locations in the system.

Particular attention was devoted to the motion of

the delivery valve in their simulation on a digital

computer. A good correlation was achieved between

experimental and computed results.

3-180

r

P
FUEL INJECTION SYSTEM

Model E-0039-FI-73 (Cont.)

All of the investigators discuss some of the factors

that are likely to affect the accuracy of the model.

The value of the delivery pipeline base pressure is

important for a meaningful comparison between the

model and experimental results. A treatment of

vapor pressure in the delivery pipeline is also

needed for a complete model. Kreith and Eisentadt,

and Lichtarowicz, Duggins and Markland presented

experimental results of the variation of the

coefficient of discharge over a wide range of

Reynolds number and length-to-diameter ratio.

Giffeu and Row cautioned of the danger of using

coefficients of discharge from the literature. They

preferred to use experimentally determined values

for the particular nozzle under consideration. The

data of GelaIles in which he tested different nozzle

configurations showed that the coefficient of

discharge, besides depending on length-over-diameter

ratio and Reynold's number, is also greatly

dependent on the configuration of the reservoir

leading to the nozzle holes.

Recent investigators also give considerable

attention to the stability and convergence of their

solutions. Henrici discusses three different

methods of numerical solution of a system of

differential equations; the iterative solution of

simultaneous algebraic equations, the expansion

methods (Taylor's method or Runge Kutta method), and

the numerical integration methods. The third method

includes the predictor-corrector method which offers

the advantage of an adjustable time increment,

dependent upon a given error bound. This particular

advantage is of great value especially for reducing

computation time. The first and second methods

require the use of very small time steps and a prior

knowledge of the size of the time step.

OPERATIONAL CAPABILITIES Influence of geometric and mechanical design changes

on jerk pump injection system performance can be

ascertained.

ASSUMPTIONS a "Method of Characteristi.cs," used

Fluid compressibility described by bulk modules

of elasticity which in turn varies with pressure.

3-181
FUEL INJECTION SYSTEM

Model E-0039-FI-73 (Cont.)

® Elastic deformation of solid (metallic) system

components is ignored.

® Flow in fuel lines described by one dimensional

model.

® Frictional effects during unsteady flow assumed

equal to steady flow losses at same velocity and

fluid property, and is a function of Reynolds

number.

® Vapor cavities grow and collapse in accordance

with the dynamic equations and a local mass

continuity balance.

® Orifice discharge coefficients based upon steady

state data.

® Gravitational effects ignored.

LIMITATIONS Wave propagation through the fluid in the pipeline

is treated as the main cause of after injection,

with the pump and injector bounding either end of

the pipeline.

DATA INPUT REQUIREMENTS e Base pressure

• System geometry/characteristics

- pipe length

- pipe diameter

- pump characteristics

- discharge coefficients

- pipe cross sectional area

- volume of fluid chamber/pump and injector

- friction coefficient at valve or needle

- injector spring force/stiffness

- mass of valve or injector needle

• Fluid properties

- bulk modules of elasticity

- specific weight

Input Data Accuracy: None stated, although great

pains were taken to assure accuracy of experimental

data used to validate model.

r^

3-182
FUEL INJECTION SYSTEM

Model E-0039-FI-73 (Cont.)

ADVANTAGES A predictor-corrector type solution to the model

equations is used instead of the more popular

Runge-Kutta method. This allows variable time step

increments to be studied in fluid characteristics,

improving model accuracy and economy, as small

increments are examined only when necessary.

VALIDATION Comparisons against experimental data indicate that

the model has very good overall correlation with

dynamic phenomena.

COMPUTING REQUIREMENTS None stated.

COST OF OPERATION Not stated.

FUTURE POTENTIAL None stated.

Potential Accuracy: Some fine tuning of flow

coefficients and pressure data suggested.

Quantifiable improvement potential not stated.

AVAILABILITY From the EPA (Jose L. Boscunana, Project Officer in

1974).

3-183

P

i -
PRECEDING PAGE BLANK NOT FILMED

YY

L 3-185

FUEL INJECTION SYSTEM

Model E-0048-FI-71

TITLE Simulation of Processes of Fuel Injection (INJEC)

DATE 1971

AUTHORS M. Ikegami, H. Horike, F. Nagao

ORGANIZATION Kyoto University

SPONSOR None stated; may be Kawasaki Heavy Industries

TRANSPORTATION MODE All

APPLICATIONS Military and civilian

OBJECTIVE To model the fuel flow and pressure within a diesel

fuel injection system as a function of time.

Output: Fuel pressure as a function of time.

REFERENCE. Bulletin of Japanese Society of Automotive

Engineers, No. 5, 1973.

RELATIONSHIP TO None

OTHER MODELS

HISTORY OF MODEL Original model

OPERATIONAL CAPABILITIES ® Presents graphical display of fuel system

pressure and flow rate as function of time at a

given engine speed and rack position.

• Can study different fuel system volumes,

injector characteristics, pump characteristics.

• Steady state.

ASSUMPTIONS ® Fuel is incompressible.

• Speed of sound in fluid constant.

• No wave effects.

• Fuel system completely rigid.

• No voids form in fuel in system.

L

C
T

FUEL INJECTION SYSTEM

Model E-0048-FI-71 (Con;..)

LIMITATIONS e Effect of cylinder pressure change during

injection ignored.

• Wave or resonance effects ignored.

• Ignores injector needle bounce.

DATA INPUT REQUIREMENTS ® Fuel system dimensions, volumes, orifice areas

and flow coefficients

• Delivery valve lifts and masses.

• Cam (plunger drive) characteristics.

• Delivery spring rates.

• Injector nozzle needle lift, spring rate, mass

and flow coefficients.

• Cylinder pressure during injection.

ADVANTAGES Authors report favorable trade-off of accuracy for

reduced computing time.

VALIDATION "Reasonable accuracy" reported for validation

against one Bosch pump (PEIA60B100) and injector

nozzle (DN4SI-pintle type).

Accuracy: Not stated.

COMPUTING REQUIREMENTS

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY

3-186

FACOM 230-60 system.

12 seconds/iteration at best; 5 iterations per run.

Not stated.

Presumably from Kyoto University.

f

4

r
FUEL INJECTION SYSTEM

Model E-0049-FT-75

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES

Characterization and Simulation of a Unit Injector

1975

N.A. Henein, T. Singh, J. P.ozauski

Wayne State Uni,!ersity

U.S. Army Automotive Tank Command

Highway, marine

Military or civilian

To simula _ the fuel pressure histories within a

unit injector as a function of cam angle.

Output:

- Pressure vs. camangle

- Fuel flow vs. camangle

SAE paper 750773.

None.

None mentioned.

Steady fuel pressure and flow as a function of

camshaft angle for a variety of speed and rack

positions once the pressure history is known for at

least one condition.

ASSUMPTIONS ® There are no wave effects or voids in the system

due to short path lengths.

a Leakage, flow coefficients, and backpressure on

needle assembly constant under all conditions.

LIMITATIONS a Limited to unit injector.

e Empirically calibrated

a Applications to non DDA injectors questioned.

3-187
FUEL INJECTION SYSTEM

Model E-0049-FI-75 (Cont.)

DATA INPUT REQUIREMENTS w Injector system masses

• Spring constants

• Volume of injector chamber

• Fuel bulk modulus

• Discharge coefficients

• Flow areas

• Pressure and flow vs. camangle for one

condition

Data Base: Fairly extensive instrumentation needed

to get calibration data. However, program done for

U.S. government. Data may be available from TACOM.

ADVANTAGES Fairly simple model.

VALIDATION "Fairly good," although pressure oscillations not

predicted.

COMPUTING REQUIREMENTS Not stated.

COST OF OPERATION Low = small programs.

FUTURE POTENTIAL Could perhaps be better "tuned."

Potential Accuracy: Needs to incorporate wave

phenomena.

.WAILABILITY Presumably available (U.S. government contract).

3-188
i,

FUEL INJECTION SYSTEM

Model E-0069-FI-82

Computer Model of the Electronic Control System

(ECS) for Diesel Fuel Injection Timing

1982.

M.J. Pipho, D.B. Kittelson.

University of Minnesota.

Optimizer Control Corporation.

All

Military and civilian.

To simulate the performance of the ECS control and

engine system and to determine the effects of ECS

changes on system response and performance.

Output: See list under Operational Capabilities.

Closed Loop Digital Electronic Control of Diesel

Engine Timing, SAE paper 830579.

None.

None stated.

Explore response with respect to time of injection

timing and engine:

- Speed

- Emissions

- BSFC

- Smoke (Bosch)

- Power

as a result of changes in

- ECS characteristics

- Load

- Engine speed

TITLE

DATE

AUTHORS

ORGANIZATiON

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES

a

3-189

I^ ® 
FUEL INJECTION SYSTEM

Model E-0069-FI-82 (Cont.)

ASSUMPTIONS e Steady state engine maps valid for transient

operation.

® Engine can be modeled as a simple inertia

system.

LIMITATIONS a Model focuses on ECS made by Optimizer Control

Corp., probably not relevant to other control

systems.

® 2000 rpm maximum right now due to validation

limitations (Model not limited, ECS is limited).

DATA INPUT REQUIREMENTS Engine:

- Initial and off set point conditions

- Inertia

- Fuel maps

- Emission maps

- Smoke maps

- Speed/power/timing maps

ECS Characteristics:

- Signal pulses/revolution

- Phase delay

- Response time characteristics

- "Dither" amplitude

- "Dither" frequency

- Bias from MBT

- Correction amplitude

- Open loop yes or no

- Proportional yes or no

- Gain

Availavility of Data Base: Engine maps not

available from this source.

ADVANTAGES Provides complete engine response to an

optimization control system.

VALIDATION Good correlation observed at low engine speeds

range where ECS is functional and stable.

Accuracy: Not stated.

3-190
l

FUEL INJECTION SYSTEM

Model E-0069-FI-82 (Cont.)

AVATLABILITY

Not stated.

Not stated.

ECS system being improved.

Probably not, work done is relevant only to the FCS

which is a product of the sponsor.

COMPUTING REOUTREMENTS

COST OF OPERATION

FUTURE POTENTIAL

3-191
HEAT TRANSFER

Model E-0023-HT-75

v

REFERENCE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES

PROCES

1975

H. Vallana

Norwegian Institute of Technology

Unknown

Marine and pipeline

Military and civilian

Computing the power output of a single cylinder,

two or four cycle direct injected diesel.

Output:

- Combustion chamber wall temperatures

- Gas temperatures

- Mass flow

- BSFC

- Power

- Engine energy balance

Model briefly described in: "A theoretical analysis

of thermal barriers in diesel engine cylinders," by

H. Valland in Norwegian Maritime Research, No. 2,

1982.

Unknown.

Unknown.

• Steady state

• Variable heat release patterns

• Variable heat transfer

• Altered engine geometry

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

PRECEDING PAGE BLANK NOT FILIWE®

r

3-193
I.

HEAT TRANSFER

i Model E-0023-HT-75 ( Cont.)

ASSUMPTIONS

LIMITATIONS

DATA INPUT REQUIREMENTS

ADVANTAGES

VALIDATION

COMPUTING REQUIREMENTS

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY

• Homogeneous, stochiometric gas mixture

• Perfectly mixed charge

• Surface temperatures constant throughout cycle

• Coolant temperature is average of inlet and

outlet temperatures

• Inlet port, combustion chamber, and exhaust port

are three separate control volumes coupled by

mass flow and heat

• Steady state

• Single cylinder

• Direct injection

• No cycle analysis

• Rate of heat release

• Speed

• Cylinder configuration and dimensions

• Intake and exhaust port configuration

• Fuel feed rate

• Mechanical efficiency

• Coolant temperature

• Cylinder wall thermal characteristics

a Ambient conditions

® Probably a very simple, basic model which is

fast and easy to use.

(Note: model not very well described in reference

document. Users manual is reportedly in

Norwegian.)

Not stated.

Not stated.

Not stated.

Most likely very limited.

Presumably available.

3-194

1
HEAT TRANSFER

Model E-0067-HT-64

TITLE

REFERENCE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES

Computer Programs to Determine the Relationship

Between Pressure Flow, Heat Release, and Thermal

Load in Diesel Engines

1964

Gerhard Woschini

MAN

MAN

Pipeline, Marine, Rail

Military and civilian

1. Determine the rate of heat release from the

pressure history diagram.

2. Determine pressure and temperature flow from

the heat release diagram.

output:

- Peak pressure

- Peak temperature

- Indicated efficiency

- Exhaust temperature

- Parts of heat transfer to head, piston, cylinder

walls.

SAE Paper 65045C

Heat transfer is based upon the determination of

the heat transfer coefficient using the method of

Pflaum ("Der Warmeubergang bei Dieselmaschine mit

and ohne Aufladang," 1960).

None given

Method of determining rate of heat release has been

superseded by CM method.

Heat transfer (thermal flow) is calculated

independently for head, piston, and cylinder walls.

Heat transfer is determined from a given heat

release diagram.

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVES

3-195

1
HEAT TRANSFER

Model E-0067-HT-64 (Cont.)

ASSUMPTIONS - Chamber wall temperature is constant

- No blow-by

- No heat transfer during scavenging

LIMITATIONS - Can not determine influence of heat transfer on

rate of pressure rise.

Heat transfer coefficient calculation not

accurate. Must be used with known pressure or

heat release data: not extrapolatable

DATA INPUT REQUIREMENTS - Pressure vs. crankangle

or

- Heat release diagram

- Equivalence ratio

- Fuel composition

- Engine dimensions

ADVANTAGES Heat transfer through each of the major components

calculated separately.

VALIDATION Not validated.

COMPUTING REQUIREMENTS IBM 1060

Fortran II

COST OF OPERATION Eight minutes of machine time per run.

FUTURE POTENTIAL Efforts to improve the determination of heat

transfer coefficient underway.

AVAILABILITY Presented in the paper in sufficient detail to use.

3-196
HEAT TRANSFER

Model E-0073-HT-83

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE.

APPLICATION

OBJECTIVE

REFERENCES

Mirrlees Heat Transfer Pr , ^gram, "DIESHT"

1983

R.T. Green, K. Jambunathan, S.D. Probert

Mirrlees Blackstone Ltd., with Trent Polytechnic

and Cranfield Institute

Science and Engineering Research Council

Diesel engines used in highway, rail, pipeline

and marine transportation.

Civil and Government

To provide an easy-to-use, CAD-compatible,

specialized software package for predicting (for

a medium-speed diesel engine):

(1) the steady-state rate of heat transfer

through the cylinder liner (or other

axisymmetric components).

(2) the surface temperature of the liner, which

critically affects both lubricant breakdown

and corrosion.

C.F. Taylor and T.Y. Toong, "Heat Transfer in

Internal Combustion Engines," ASME paper

No.57-HT-17, 1957.

J.F. Alcock, "Evaporative Cooling for Internal

Combustion Engines," Trans.I.Mar.I., 62(10) (1950)

pp. 327-38.

J.R. Metz and A. Steiger, "Contribution to the

Investigation of the Diesel Cycle with the Aid of

Digital Computers," Proc. I. Mech.E., 182 (Pt.3C)

(1967-68), pp. 79-90.

W.J. Seale and D.H.C. Taylor, "Spatial Variation

of Heat Transfer to Pistons and Liners of Some

Medium-Speed Diesel Engines," Prot. I. Mech. F..,

182 (Pt.l) (1970-71), pp. 203-15.

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HEAT TRANSFER

Model E-0073-HT-83 (Cont.)

RELATIONSHIP TO OTHER The model incorporates several "well tried and

MODELS/HISTORY OF MODEL tested" empirical and semi-empirical relationships

for gas-side heat transfer and a finite-element

analysis to describe the rate of heat transfer

through the cylinder liner. Emphasis is on

developing a code that is compatible with a CAD

system and easy to use interactively by engineers

in the design phase.

OPERATIONAL CAPABILITIES Output of Simulation - For Direct and Indirect

Injection Engines:

- Heat transfer to cylinder liner

- Graphical temperature field in liner wall

Structure; 'List of submodels or processes

included - Definitions of liner geometry and

engine parameters:

- Calculation of gas properties

- Generation of mesh size

- Finite element analysis

- Graphical outputs

ASSUMPTIONS Gas p_,! erties: Property tables are used to

express viscosity, density, thermal conductivity

and specific heat as polynomial functions of

temperature.

Heat transfer;

(1) Hot gas side: treating convection only, this

model uses a time-averaged correlation

between the Nusselt and Reynolds number

developed by Taylor and Toong (1957) and

Annand (1963).

(2) Coolant side: uses a correlation for forced

heat transfer to water in an annulus space

developed by Alcock (1950), and by Seale and

Taylor (1970-71).

(3) Through liner: finite element analysis of

the steady-state heat conduction equation for

an axisymmetric solid with gradients in the

axial and radial directions.

3-198

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HEAT TRANSFER

Model E-0073-HT-83 (Cont.)

LIMITATIONS (1) Temperature of the hot gases must be input.

(2) Empirical relation for convective heat

transfer from hot gases includes neither (a)

gas motion effects nor (b) radiation effects

and is not accurate at low engine speed (as

recognized by authors)

(3) Temperature gradients in the gas, including

boundary layer effects, are not modelled.

DATA INPUT REQUIREMENTS Geometrical and Design Parameters:

- Cartesian coordinates describing the geometry

of the cylinder liner (can be obtained from a

CAD system)

- Material identifier; then.,al conductivity of

liner

Operating Parameters:

Coolant velocity

Charge air mass flow rate

Temperatures of charge air, hot gases and

coolant

Computational Parameters:

- Number of quadrilaterial regions describing the

geometry

- Options for plotting temperature contours or

temperature at each mesh

ADVANTAGES Easy to use by design engineers without needing

computer specialists. Can readily investigate the

consequences of changing the liner wall thickness.

coolant velocity, inner conductivity, etc.

VALIDATION Engine description: 6-cylinder, 537 kW, 50 and

110. of design load, 750 RPM, 222 mm bore.

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HEAT TRANSFER

Model E-0073-HT-83 (Cont.)

Variables tested; model agreement: At high load,

the predicted temperature pro Files were within a

few percent of measurements, chile at low load,

they differed by up to, roughly, 15%.

Assessment of accuracy: Model predictions depend

on the input value of the hot gas temperature and

its associated uncertainty; otherwise, computational accuracy is good to about a few percent

for fine mesh sizes (>130 elements).

COMPUTING REQUIREMENTS FORTRAN

COST OF OPERATION Unavailable, estimated at $5-20 per run.

FUTURE POTENTIAL (1) Refinement of the gas-side heat transfer

correlation to account for radiation, gas

motion, and boundary layer effects. (This

need is recognized by the authors.)

(2) Integration with other models that describe

the combustion processes and thermal stress

so that an interactive computerized tool can

be made available to the designer.

AVAILABILITY With the prior permission of Mirrlees Blackstone

(Stamford) Ltd., copies of the computer program

can be obtained from the authors.

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3-201

INTAKF./EXHAUST SYSTEM

Model E-0014-IE-78

Prediction of the Exchange Processes in a Single

Cylinder Internal Combustion Engine

1978

P.A. Lakshminarayanan, P.A. Janakiraman,

M.K. Gajendra Babu, B.S. Murthy

Each author is a member of faculty of different

universities; they ar g , respectively:

- University of Technology, Loughborough, England;

- Indian Institute of Technology, Madras, India;

- Indian Institute of Technology, Delhi, India;

- University of Santa Clara, Santa Clara,

California.

None stated

All

Military or civilian

To model gas flow in the intake and exhaust systems

of a single cylinder engine, including valve and

end effects, in a simpler manner than other models.

Output:

- Manifold pressure

- intake

- exhaust

- Gas bulk velocity both as a function of

crankangle, plus bulk mass flow rate.

SAE paper 790359.

None.

None stated.

Study the influence of manifold length and end

conditions on gas pressure, velocity as a function

of crankangle, as well as bulk mass flow rate.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATTON MODE

APPLICATION

OBJECTIVE

REFERENCES

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABIITTIES
INTAKE/EXHAUST SYSTEM

Model E-0014-1E-78 (Cont.)

ASSUMPTION., e Manifolds are divided into a number of cells,

each containing uniform gas properties.

• Constant pipe friction.

• No pipe bend effects.

LIMITATIONS o No pipe junction or cylinder-to-cylinder

interference effects.

a No combustion or cycle analysis.

® Naturally aspirated engines only.

DATA INPUT REQUIREMENTS ® Piszon movement

® Manifold length and diameter (intake and

exhaust)

a End condition

- nozzle type

- area ratio

- valve opening WRT piston positioning

a Cylinder pressure and temperature as a function

of crankangle or piston position.

a Ambient gas conditions.

v Friction coefficient along manifold,

® Rate of heat transfer to or from manifold gas.

® Gas physical properties.

&OVANTAGES a Accuracy above first order effects is claimed.

a Simpler (cheaper?) crlculation procedure.

VALIDATION Compared to "method of characteristics" techniques

and also against single cylinder diesel tests.

Model is claimed to be "accurate." Data displayed

shows general trends can be predicted, but

excursions from the general trend are missed under

firing conditions. Motoring condition predictions

appear to have good correlation with experiment.

Accuracy: Not stated.

Input Data Accuracy: Not stated.

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INTAKE/EXHAUST SYSTEM

Model F.-0014-IE-78 (Cont.)

COMPUTING REQUIRPNENTS Not stated.

COST OF OPERATION Not stated, but allegedly less than othr.T models.

FUTURE POTENTIAL Not stated.

AVAILABILITY Unknown.

3- 20 3

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DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

INTAKE/EXHAUST SYSTEM

Model E-0015-IE-74

Computer Aided Design of the Exhaust of a

Turbocharged Diesel Engine

1968-1974

J.D. Ledger

University of Manchester, Institute of Science and

Technology

None apparent

All

Military and civilian

OBJECTIVE. Interactive study of the compressible gas flows in

the exhaust pipe of a turbocharged (single cylinder

as model reported) diesel engine. Use as a CAD

tool to assess performance impact of different pipe

designs.

Output:

- Exhaust pipe

- pressure (entry or exit)

gas velocity (entry or exit)

- cylinder mass flow

cylinder pressure

as a function of crank angle.

REFERENCE "European Computing Conferences, Interactive

Systems," London, United Kingdom. ISBN 0903796066,

September 1975.

RELATIONSHIP TO Based somewhat on the work of Benson and his

OTHER MODELS "characteristics" methodology.

HISTORY OF MODEL Development of model started in 1968 when only

hybrid-analog/digital computer systems were

available which would handle the

centered-difference method Ledger started out with.

Model was converted to all digital, interactive

with graphic displays as reported. Model is

reportedly being upgraded to employ Method of

Characteristics.

83RECEDI1VG P.4GE BL.JiWK iVor FIWED

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INTAKE./EXHAUST SYSTEM

Model E-0015-IE-74 (Cont.)

OPERATIONAL CAPABILITIES Exhaust manifold inlet and outlet (nozzle)

characteristics such as

- exhaust valve timing,

- exhaust valve and port geometry

- turbocharger effective nozzle area

as well as manifold dimensions can be studied to

determine their influences on cylinder blow-down

under steady state operation.

Program is designed in a modular manner to

facilitate easy alteration of design parameter and

operating conditions.

ASSUMPTIONS a One dimensional, unsteady isentropic flow of

compressible gas

• No pipe bending effect (straight pipe)

• Cylinder expansion : pv 1.3 = constant

LIMITATIONS o Simple cylinder

• No multi-pipe effects

• Single cylinder blowdown process

• No scanning effects

• Old model: superceded by newer ones which used

this as a starting point.

DATA INPUT REQUIREMENTS ® Cylinder bore and stroke

• Connecting rod length

• Compression ratio (nominal)

• Exhaust pipe length and cross sectional area

• Exhaust and intake valve timing

• Valve opening and closing rates

• Supercharge (boost) pressure and eemperature

• Exhaust nozzle open area ratio

• Engine speed

• Cylinder release pressure and temperature

• Estimates for exhaust pipe inlet pressure,

temperature, and velocity

• Number of crank angles studied

3-206
STAG ES

VALIDATION

FUTURE POTENTIAL

COMPUTING REQUIREMENTS

AVAILABILITY

INTAKE/EXHAUST SYSTEM

Model E-0015-IE-74 (Cont.)

• Fairly rapid

• Graphical display

• Modular configuration allows easy modification

None mentioned.

• Multi-pipe configuration under development

• Method of characteristics to be further

incorporated

• DEC PDPIO with graphics terminals

• Interactive in English

Presumably available.

3-207

` 
INTAKE/EXHAUST SYSTEM

Model E-0022-IE-80

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

Computer Aided Design Package for

Engine Manifold System

1980

S.C. Low, R.S. Benson, and

D.E. Winterbone

University of Manchester, Institute of

Science and Technology

Unknown

All

Civilian

OBJECTIVE Interactive program for predicting the performance

of a total engine system capable of incorporating

manifold and valve design changes easily. This

allows basic design processes to be accelerated and

allows for a shorter data debuggint, time.

Output - Primary (graphical form):

- Pressure/crankangle diagrams for each end and

middle of all manifold pipes.

- Pressure/crankangle diagrams for each cylinder,

including pressure at manifold inlet/outlet.

- Mass flows and trapped mass for each cylinder.

Secondarv:

- Pressure/crankangle diagrams for each cylinder,

including peak pressure and rate of rise

assessment.

- Cumulative work/crankangle:

- IMEP

- Power/cylinder

- Trapped pressure and temperature

- Temperature/crankangle for each cylinder.

- Valve area/crankangle.

- Manufacturability of valve gear assessment.

- Adequacy of valve sizing/lift profile.

REFERENCE Computer Aided Design Package for

Diesel Manifold System SAE 790277.

PRECEDING PAGE BLANK NOT MMED

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INTAKE/EXHAUST SYSTEM

Model E-0022-IE-80 (Cont.)

RELATIONSHIP TO None, directly, although it is tied in philosophy

OTHER MODELS to the University of Manchester MK 12 model.

HISTORY OF MODEL One of the first programs based on the "method of

characteristics." Probably the first program to

combine the design and performance prediction

processes.

OPERATIONAL CAPABILITIES Engine treated as several modules under

steady-state conditions.

- Power (in-cylinder calculations)

- Valve Gear (design only)

- Manifolds, including turbine nozzle.

Graphics - for plotting results only.

Power Module Model is based on simple heat release

diagram which must be sup;,lied, a polytropic

compression and expansion, perfect gas laws, and

first law of thermodynamics.

Manifold Module Model is a comprehensive wave model

using non homentropic theory. Virtually any

manifold design and its impact on engine

performance can be assessed within program

limitations. Cylinder to cylinder variations are

determined.

ASSUMPTIONS See description of power and manifold modules.

LIMITATIONS Primarily a manifold and VALVE/VALVE GEAR

assessment tool with a simple "power" or combustion

model.

Limited for minimal computer space to:

- Four cylinders/manifold

- Five valve gear arrangements; three push rods

and two overhead cams.

i^-

- Various rocker arm ratios

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INTAKE/EXHAUST SYSTEM

Model E-0022-IE-80 (Cont.)

- Five cam definitions

- three arc cam

- constant acceleration cam

- parabolic acceleration cam

- sinusoidal acceleration cam

- polynominal cam

- Orifice nozzle simulation of turbocharger

turbine.

- Simple compressor model to assess turbocharger

balance.

- Crude heat loss model.

- Simplified coefficients in internal energy.

DATA INPUT REQUIREMENTS - Cylinder size

- Power

- Engine speed

- Fuel type

- Air fuel ratio

- Heat release diagram

- Combustion timing

- Firing order

- Manifold dimensions

- Inlet or cylinder exhaust conditions

(calculated)

- Valves and valve gear geometry

- Camshaft profile

ADVANTAGES - Program is interactive allowing for rapid

incorporation of data changes. May be used by

designers who need not understand the detailed

workings of program.

- Assess design influences on engine performance.

- Predicts cylinder to cylinder variations due to

manifold design.

- Provides manufacturability assessment of valve

gear.

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INTAKE/EXHAUST SYSTEM

Model E-0022-IE-80 (Cont.)

VALIDATION Validation has been by comparison with the UMIST

Mk. 12 non-homentropic I.C. Engine formulation

program which has been extensively checked against

experimental data.

Pressure and mass parameters are in reasonable

agreement with UMIST Mk. 12 output. Acceptable

correlation between trends for all cylinders.

Temperatures vary up to 6 percent between programs

and there is poor correlation of values across

cylinders.

COMPUTING REQUIREMENTS • ANSI Fortran IV

• Control Data Corporation CYBER 72

• Digital Computer; Tectronics 4010

• VDU's for graphics

Not stated.

• May provide dynamic stress analysis of valve

gear.

• Further reduction in data requirements by use of

automatic mesh length generation.

• Extension of program to accept more cylinders

and different configurations.

• Further refinement of the power module to

increase accuracy without loss of speed.

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY Probably available.

3-212
INTAKE/EXHAUST SYSTEM

Model E-0043-IE-80

TITLE. A Generalized Computer Aided Design Package for

I.C. Engine Manifold System

DATE 1980

AUTHORS S.C. Low, P.C. Baruah

ORGANIZATION University of Manchester, Institute of Science and

Technology (UMIST)

SPONSOR None apparent

TRANSPORTATION MODE All

APPLICATION Military and civilian

OBJECTIVE To interactively predict the performance impact of

the manifolding systems design on a multi-cylinder

reciprocating engine.

Output - As a function of crankangle:

- cylinder pressure

- cylinder mass flow

- cylinder to cylinder variation in pressure and

mass flow.

- IMEP

REFERENCE SAF. paper 810498.

RELATIONSHIP TO Based upon "A Computer Aided Design Package for

OTHER MODELS Diesel Engine Manifold Systems," SAE paper 790277

(E-0022-IE).

HISTORY OF MODEL A "better" version of E-0022-IE which had a similar

objective.

OPERATIONAL CAPABILITIES a Assess impact of different intake and exhaust

manifold systems on cylinder pressures and mass

flows as well as IMEP (estimated).

• Steady state.

• Study virtually any manifold configuration and

dimensions.

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INTAKE/EXHAUST SYSTEM

Model E-0043-IE-80 (Cont.)

ASSUMPTIONS e Heat release unaffected by mainfolding.

• Polytropic compression and expansion.

• Perfect gas law.

• Gas is non-homentropic.

LIMITATIONS e 10 cylinder

® No cycle analysis

® Steady speed

DATA INPUT REQUIREMENTS a Power

• Number of cylinders

• Air-fuel ratio

• Bore and stroke

• Connecting rod length

• Ambient temperature and pressure

• Lower heating valve of fuel

• Cylinder heat loss (percent of total)

• Combustion timing

• Heat release curve

• Cam type and characteristics

• Valve lift (intake and exhaust)

• Valve diameter to cylinder bore ratio (intake

and exhaust)

• Valve timing

• Compression ratio

• Engine speed

• Rocker arm ratio

• Exhaust back pressure

• Manifold dimensions (intake and exhaust) each

pipe

• Manifold configuration (drawn on VDU)

• Outlet (exhaust) nozzle area to pipe area ratio

• Throttle setting

Input Data Accuracy: Manifold configuration need

only be roughly sketched on VDU. Dimensions must

be separately stated. No accuracy requirements

stated.

ADVANTAGES a Very rapid.

• Minimal input data needed.

• Interactive

• Spark ignition (throttled) as well as diesel

(unthrottled).

3-214
INTAKE/EXHAUST SYSTEM

Model E-0043-IE-80 (Cont.)

VALIDATION With one engine in addition to E-0022-IE.

Generally good agreement.

COMPUTING REQUIREMENTS Not stated.

COST OF OPERATION Not stated.

FUTURE POTENTIAL Could incorporate cycle analysis to become powerful

total engine model.

AVAILABILITY Presumably available from UMIST.

3-215

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INTAKE/EXHAUST SYSTEM

Model E-0053-IE-79

Characteristics of Exhaust Gas Pulsation of

Constant Pressure Turbo -Charged Diesel Engines

1979

T. Azuma, Y. Tokunaga, T. Yura

Kawasaki Heavy Industries

Ship Building Research Association of Japan

Marine

Military or civilian

Clarify the characteristics of exhaust gas

pulsations of constant pressure turbocharged diesel

engines.

Output: Pressure in various exhaust pipe ducts as

a function of crankangle.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

i

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REFERENCE Journal of Engineering for Power, October 1980,

Vol. 102, Transactions of the ASME.

RELATIONSHIP TO Uses the "method of characteristics."

OTHER MODELS

HISTORY OF MODEL This model is claimed as a first (work such as

reported in E-0052 preceded it, however, even

though that was not a model).

OPERATIONAL CAPABILITIES Can examine exhaust gas pulsations in turbocharged

diesels under steady state operating conditions.

Use as a design tool to optimize cylinder

interactions and exhaust gas energy delivery to

turbocharger turbine.

ASSUMPTIONS ® One dimensional flow.

• Perfect or ideal gas.

• No heat loss from exhaust system.

• Non-isentropic, adiabatic system.

PRECEDING PAGE BLANK Nor FILIWED

3-217

® 
INTAKE/EXHAUST SYSTEM

Model E-0053-IE-79 (Cont.)

® Any exhaust system can be modeled as a

combination of:

- flow in straight pipe

- branch flow

- nozzle flow

- flowless volume

- orifice flow (throttled)

LIMITATIONS ® Turbocharged engine

a Steady state

a Exhaust gasses only, no engine performance

analysis

DATA INPUT REQUIREMENTS o Exhaust system characteristics.

® Engine firing order.

® Number of engine cycles (two or four).

s Engine speed.

e Scavenge air pressure and temperature.

s Cylinder pressure and temperature at exhaust

valve opening.

a Cylinder bore and stroke.

e Number of cylinders.

ADVANTAGES .Fairly unique model in that this is perhaps the

first one to model exhaust pulsations and gas flow

interactions.

VALIDATION Generally excellent agreement obtained when

compared to a physical air-only model of diesel

engines and a diesel exhaust system.

COMPUTING REQUIREMENTS Not stated.

COST OF OPERATION Not stated.

FUTURE POTENTIAL Authors intent to "marry" this model with an engine

simulation model in order to use it to assess

performance effects of pulsations on turbochargers

and hence engines.

AVAILABILITY Unlikely.

F

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3-218
IN"rARF/FXHAUST SYSTEM

Model E-0055-IE-74

TITLE Computer Program to Predict the Gas Exchange

Process of a Diesel Engine

DATE 1974

AUTHORS A.J. Hallam, S. Cottam

ORCANIZATION Ruston Paxman Diesel Std.

SPONSOR Ruston Paxman Diesel Std.

TRANSPORTATION MODE. Marine (pipeline)

APPLICATION Military or civilian.

b

is OBJECTIVE. To predict the influence of design changes of a

diesel engine's working fluid handling systems on

. engine performance. Specific components covered

include:

- Turbocharger

- Intake manifold

- Intake and exhaust valves

- Exhaust manifold

Output:

- Pressure versus crankangle for

- manifold

- cylinder

- Turbocharger performance map

- pressure ratio vd air flow

- BSFC

- Boost pressure

- Air/fuel ratio

- trapped

- overall

- Exhaust gas temperature

- Heat input/cylinder

- Heat transferred to

- piston

- liner

- cylinder

- valves

REFERENCE Computer Aided Design, Volume 7, Number 2, April

C 1975, pp. 83-88.

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3-219
INTAKE./EXHAUST SYSTEM

Model E-0055-IE-74 (Cont.)

RELATIONSHIP TO None specifically. Uses "emptying and filling"

OTHER MODELS concepts.

HISTORY OF MODEL Developed as an easy to use model capable of

handling virtually any configuration diesel engine.

It was developed tc replace a highly complex model

with applications limited to existing engines.

OPERATIONAL CAPABILITIES Examine impact of:

- Bore and stroke

- Manifold flow areas

- Nozzle or orifice characteristics

- Valve opening profiles

- Number of valves

- Manifold ,junctions

- Turbocharger performance

as well as ambient conditions on engine

performance. Also provides gas side heat trana_er

coefficients and mean gas temperature in the locus

of valves, pistons, cylinder liner, and cylinder

head as well as the amount of heat transfer.

AS^UMPTIONS ® Gases are treated as being thermodynamically

perfect.

• Atmospheric conditions remain constant, separate

values are given at the inlet to and exit from

the system.

• A single value is used for gas constant R

irrespective of gas composition and temperature.

• At any instant the gas conditions are uniform

within any one volume.

• Gas entering the volume through the junctions

mixes perfectly with the gas already present.

o The cycle is taken as a series of finite

intervals. The size of the interval remains

constant. Energy and mass flow rate are

constant throughout each interval as are the gas

conditions `n each volume.

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INTAKE/EXHAUST SYSTEM

Model E-0055-IE-74 (Cont.)

a Fuel may be burned in any volume. Its mass is

added at the same instant as the heat energy is

released by combustion.

o To calculate heat transferred from the surface

of a fixed volume a mean heat transfer

coefficient is used throughout the cycle.

o To calculate heat transferred from the surface

of a working volume, the surface is taken in

sections, using a mean wall temperature for each

one. The heat transfer coefficient is

calculated for each step and can be varied for

each section.

a Combustion characteristics are influenced only

by fuel/air ratio, and presumably modeled only

by P.V. characteristics.

LIMITATIONS

P

x

o Combustion process not modeled.

• A junction will be one of the following Types:

(a) fixed area orifice

(b) variable area orifice

(c) compressor

(d) turbine

(e) simplified compressor, having fixed air flow

(f) simplified turbine, consisting of a

swallowing capacity curve.

• A turbine junction has one exit volume and up to

four entry volumes. All other junctions have

one exit volume and one entry volume.

a There can be only one junction between a pair of

volumes.

o The capacity of a working volume is controlled

by a conventional piston motion. Alternatively,

a capacity curve can be supplied. Both

two-stroke and four-stroke cycles are permitted.

a There must be at least one working volume.

3-221
INTAKE,/EXHAUST SYSTEM

Model F-0055-IE-74 (Cont.)

a Each working volume must be an entry volume to a

variable area orifice junction and an exit

volume from another variable area orifice

junction.

a Any shaft delivering power out of the system

must have a fixed speed.

s Any fixed-speed shaft that is not itself an

output shaft mist be connected to one that is.

o Variable-speed shafts cannot be linked to any

other shaft.

® Each working volume is connected to a

fixed-speed shaft and hence torque is output

from the engine either directly or by

transmission to another shaft.

e Each active junction (types (O-ff)) is on a

shaft.

DATA INPUT REQUTREf1ENTS Working fluid system

- dimensions

- flow coefficients

- valve timing

- valve lift profile

Turbocharger characteristics

Initial values of gas conditions

Speed

Load

Heat release curve

ADVANTAGES a Reportedly is very flexible and user friendly.

• Provides heat transfer information to cylinder

components to assist in thermal design problems.

• Not limited to specific configurations of

engines (within limits of combustion assumptions

which are not stated).

3-222

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INTAKE/EXHAUST SYSTEM

Model E-0055-IE-74 (Cont.)

VALIDATION

COMPUTING REQUIREMENTS

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY

Very good agreement reported with both previous

validated engine models and measured perfirmance on

a Ruston diesel.

Not stated.

Not stated.

None stated. Could be combined with more rigorous

combustion model to become very ?owerful modeling

tool.

Potential Accuracy: "Errors" blamed on measurement

shortcomings as opposed to model deficiencies.

Proprietary model.

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3-223
INTAKE/EXHAUST SYSTEM

Model E-0056-IE-79

TITLE

DATE

AUTHOR

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

APPLICATION

Breathing Cycle of the Four-Stroke Automotive

Engine

1979

T.J. Trella

U.S. Department of Transportation/Transportation

Systems Center

U.S. Department of Transportation, National Highway

Traffic Safety Administration

All

Military and civilian.

OBJECTIVE To model the intake system of a four-cycle open

chamber engine (DI diesel or spark ignited engine)

and determine the influence of design parameters on

engine performance.

Output:

- Volumetric efficiency

- Trapped residual fraction

- Air flow rate (Intake Manifold) all as a

function of engine speed or intake manifold

vacuum.

REFERENCES Article of same title in unknown publication.

RELATIONSHIP TO Noie.

OTHER MODELS

HISTORY OF MODEL Much has been written about increased breathing and

torque output. Particular emphasis has been placed

on the design of the inlet manifold,

carburetor-inlet throttling, and exhaust system.

Recently, study reports have begun to appear on the

use of variable inlet/exhaust valve timing as a

means of reducing nitrous oxide and hydrocarbon

exhaust emissions in spark-ignition engines at wide

open and partial-throttle conditions. Such studies

show that valve overlap, when properly applied over

the load/speed range, has an appreciable effect on

reducing these emissions. In addition, engines

i

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PRECEDING PAGE BLANK NOT FILMED 3-225
INTAKE / EXHAUST SYSTEM

Model E-0056-IE-79 ( Cont.)

whose valves are timed for maximum power at high

speeds can be modified with variable valve timing

to exhibit increased torque at low speeds, thus

providing better overall vehicle performance.

The simulation model described in this paper was

designed to predict engine breathing performance.

The analytical methods used to perform the

simulations are based on extensions of a

nonconventional unsteady -fluid dynamic model which

makes use of a sequence of stationary but finite

fluid-control volumes to predict the dynamic

behavior of the gas in an inlet track. The gas

dynamics of the exhaust system are not simulated in

the present model.

OPERATIONAL CAPABILITIES Engine performance ( air consumption) and residual

trapped fraction are modeled as a function of inlet

track, camshaft, valve, part, and throttle design

dimensions as well as valve timing, lift and engine

speed.

The model is designed for steady speed engine

operation.

ASSUMPTIONS e Working fluid is air only.

® Working fluid behaves as idled gas.

® Blumberg fuel burning rate assumed for SI,

Triangular heat release rate assumed for CI.

® Gas properties uniformly distributed throughout

combustion chamber.

® Quasi-steady state orifice theory is fundamental

approach to gas flow calculations.

LIMITATIONS s Does not calculate exhaust flow. Must be

gathered empirically,

s Require empirical data obtained from specific

engine under study.

3-226

[+

` ^arO 
INTAKE/EXHAUST SYSTEM

Model E-0056-IE-79 (Cons.)

DATA INPUT REQUIREMENTS

a

Design data on:

- Inlet track

- Valve mechanism

- Combustion chamber

- Crank/read mechanism

Engine valve lift speed.

Engine control parameters.

Manifold temperature and pressure.

Valve part discharge coefficients.

Combustion chamber and inlet manifold wall

temperature.

Empirical data on:

- Exhaust back pressure

- Inlet restrictions

Availability of Data Base:

None required, but input data publicly available

from DOT/TSC.

ADVANTAGES Uses novel approach to gas flow calculations,

eliminating the time consuming "method of

characteristics."

VALIDATION Six engine study. "Reasonable" correlation

achieved (up to 20 percent error in some reported

comparisons).

COMPUTING REQUIREMENTS Not stated

COST OF OPERATION Not stated

FUTURE POTENTIAL May include prechamber effects in future work.

AVAILABILITY Available from U.S. DOT/TSC.

3-227

0
PRECEDING PAGE BLANK NOT FILMED 3-229

OPERATING PERFORMANCE

Model E-0013-OP-79

TITLE

REFERENCE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATING CAPABILITIES

Development of a Real-Time Digital Computer

Simulation of a Turbocharged Diesel Engine

1979

S.S. Shamsi

Pakistan State Oil Company Ltd.

UMIST

All

Military and civilian.

To model the response of a turbocharged diesel

engine to changes in shaft load.

Output:

- Engine speed as a function of time.

- Engine power

- Exhaust temperature

- Turbocharger speed

- Fuel rack position

- Manifold pressure

- Air flow

- Smoke

SAE Paper 800521

None stated.

None given.

Evaluate the influence of alternative governor/fuel

pump and/or turbocharger characteristics on a given

engine's transient response to changes in shaft

load.

DATE

AUTHOR

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

ASSUMPTIONS ® Transient response consists of a series of

steady-state air flow conditions.

s Mechanical accelerations governed by Newton's

second law.
LIMITATIONS

DATA INPUT REQUIREMENTS

ADVANTAGES

VALIDATION

COMPUTING REQUIREMENTS

COST OF OPERATION

OPERATING PERFORMANCE

Model E-0013-OP-79 (Cont.)

• Steady-state maps valid during transient

operation.

• Scavenge mass flow - constant percentage of

trapped mass flow rate.

• Compression efficiency is constant at

70 percent.

• During transients there is a 5 percent

reduction in engine IMEP and turbine inlet

temperature from steady-state values.

a Depends on the a istence of steady-state maps.

a Examines influence of turbocharger and

governor/fuel pump characteristics only.

Steady-state maps

- Engine performance

- Turbocharger characteristics

- Governor characteristics

- Engine friction

a Only digital engine response model in existence

(1980).

® Claimed to be very economical to run.

"Good agreement" between test bed and model

performan" achieved except for short duration

(1 second) spikes in test bed performance.

Validation only on one engine.

PDP-10 Digital machine.

Not stated except that it is 'very economical."

3-230
OPERATING PERFORMANCE

Model E-0013-OP-79 ( Cont.)

DATA BASE Not required.

FUTURE POTENTIAL Incorporate study of means to improve turbocharger

response.

AVAILABILITY Unknown.

i

i^

3-231
OPERATING PERFORMANCE

Model E-0044-OP-79

TITLE A Combustion Correlation for Diesel Engine

Simulation

DATE 1979

AUTHORS N. Watson, A.D. Pilley, M. Marzouk

ORGANIZATION Imperial College of Science and Technology

SPONSOR None apparent.

TRANSPORTATION MODE Highway, possibly others.

APPLICATION Military and civilian.

OBJECTIVE To provide a means for correlating the Apparent

Heat Rate Release (AHRR) with engine configuration

and operating conditions in order to improve the

accuracy of engine models which do not incorporate

combustion models.

Output: Apparent heat release rate at engine

operating points not actually tested.

REFERENCE SAE Paper 800029.

RELATIONSHIP TO None, but could be incorporated into a number of

OTHER MODELS models such as E-0051-OP or E-0055-IE.

HISTORY OF MODEL Work by Shipinski as well as Woschini and Anisits

tried to obtain correlation between engine

configuration and operating parameters using a

Wiebe function. The subject method incorporates a

Wiebe function methodology but also considers

parameters influencing the fuel burning rate and

incorporates them into "shape factors" (Apparent

Fuel Burning Rate (AFBR) vs. crankangle). It also

considers premixing as well as the effects of

diffusion limited and combustion kinetic limited

burning.

PRECEDNNG PAGE S

Lll;1K fV0] F''C1ctir.:'

3-233
OPERATING PERFORMANCE

Model E-0044-OP-79 (Cont.)

OPERATIONAL CAPABILITIES Uses limited empirical data on effects of

equivalence ratio, ignition timing, speed, load and

cylinder pressure vs. crankangle to predict

combustion ARRR over a very wide range of engine

speeds and loads.

ASSUMPTIONS Combustion always takes place in the same

step-by-step manner regardless of engine speed and

load.

LIMITATIONS Based on empirical data measured for each engine of

interest.

DATA INPUT REQUIREMENTS - Cylinder pressure diagram (motoring and running)

- Injection timing and duration

- Needle lift diagrams

- Equivalence ratio as f. of crankangle

- Engine speed

Potential Accuracy: Very much a function of a

number of initial data points.

Input Data Accuracy: Desired to be better than the

accuracy claimed for cylinder pressure measurement,

a key input.

k. VANTAGES Expands the accuracy of other models which use a

fixed rate of beat release for all engine

conditions.

VALIDATION Performed on three engines with varying degrees of

success.

COMPUTING REQUIREMENTS Not stated.

COST OF OPERATION Not stated.

FUTURE POTENTIAL None stated.

AVAILABILITY Presumably.

3-234

p
OPERATING PERFORMANCE

Model E-0045-OP-69

TITLE Model title unknown: explained in detail in:

Free Piston Gasifier Studies: Development of a

Hybrid Simulation, Rueter, F.; Swiderski, A.; NRC,

DME Mechanical Engineering Report ME-230, National

Research Council of Canada.

DATE. 1968-1969

AUTHORS F. Rueter, A. Swiderski

ORGANIZATION National Research Council of Canada

SPONSORS Unknown

TRANSPORTATION MODE Pipeline

APPLICATION Civilian

OBJECTIVE. _nvestigate the operation and performance of a

turbocharged, two cycle free piston diesel engine

and to develop the engine to an optimum

configuration. Also to predict the effects of

various design assumptions on engine performance

and operation.

Output:

- Power

- Specific fuel consumption

- Piston frequency

- Diesel compression pressure

- Maximum diesel combustion temperature

- Maximum bounce pressure

- Hydraulic piston stroke

- Diesel piston stroke

REFERENCE Hybrid Computer Study of a Free Pist , )n Engine with

a Hydraulic Pump; F. Rueter, A. Swiderski, and J.

Samolewicz, :National Research Council of Canada,

Mechanical Engineering Report ME-236.

RELATIONSHIP TO None.

OTHER MODELS

HISTORY OF MODEL Not given.

3-235

I

®
\J 

OPERATING PERFORMANCE

Model E-0045-OP-69 (Cont.)

OPERATIONAL. CAPABILITIES Investigate the influence of various design

parameters

- Bounce cylinder diameter

- Diesel exhaust port position

- Bounce cylinder effective clearance length

- Hydraulic cylinder diameter

- Mechanical spring rate

- Mechanical spring preload

- Bounce port position

- Component masses

- Boost pressure

- .ylinder bore (power and hydraulic)

- Engine friction

- Combustion efficiency

- Ambient conditions

All can be evaluated under steady state conditions,

but include a start-up phase.

ASSUMPTIONS a Mechanical and combustion efficiencies

• Combustion

- Constant volume heat release up to 2500 psi

- Constant pressure heat release over 2500 psi

- Minimum A/F ratio = 18

- Combustion efficiency = 98 percent

• Isentropic expansion/compression

• No leakage in diesel cylinder (i.e., No Blow By)

• Desired boost pressure always available

LIMITATIONS a Free piston, 2 cycle turbocharged diesel

® Single combustion model

a Steady state

e Hydraulic power extraction

® Needs hybrid analog/digital computer

DATA INPUT REQUIREMENTS o Engine dimensions and reciprocating component

masses, spring rate

a Fuel injection system throttle setting

m Fuel properties

e Boost pressure

e Engine friction

® Combustion and thermal/mechanical efficiencies

3-236
OPERATING PERFORMANCE

Model E-0045-OP-69 (Cont.)

ADVANTAGES ® One of the few free piston models.

e Includes some cycle analysis.

VALIDATION None done with this model, but approach is said to

have been validated in other models.

COMPUTING REQUIREMENTS Electronic Associates Model 690 hybrid computer

(Model 680 analogue and 640 digital).

Fortran IV language for digital portion.

COST OF OPERATION Not stated.

h

FUTURE POTENTIAL None stated.

4. Potential Accuracy: Assumptions can be fine tuned

.. to improve accuracy after an engine is built and

run for comparison.

AVAILABILITY Presumably available from NRC.

t

f8

P

e

iq

j: 

k

3 ` 3-237
OPERATING PERFORMANCE

Model E-0059-OP-75

TITLL Application Engineering Techniques Related to High

Performance, Mecium Speed Diesel Engines

DATE Undated: probably mid 1970s.

AUTHORS R. Greenhalgh, P. Tooth, I.I. Bickley.

ORGANIZATION Mirrlees Blackstone, Limited

SPONSOR Mirrlees Blackstone, Limited

TRANSPORTATION MODE Marine, pipeline

APPLICATION Military or civilian.

OBJECTIVE To determine the response of an engine to changes

in:

- Load

- Ambient pressure and temperature

and evaluate alternative systems or installations

to cope with these changes.

Output:

- Engine

- Speed

- Power

- Compressor Pressure Ratio

- Air Manifold Temperature

- Air Flow

- Exhaust Temperature

REFERENCES Article of same title printed in unlabeled

reference.

RELATIONSHIP TO None mentioned.

OTHER MODELS

HISTORY OF MODEL Developed from hand calculation procedure used by

Mirrlees Blackstone.

L

PREC17DING PAGE BLANK NOT RLMED

- / 3-239
5

OPERATING PERFORMANCE

Model E-0059-OP-75 (Cont.)

OPERATIONAL CAPABILITIES

DATA INPUT REQUIREMENTS

ASSUMPTIONS

Predict behavior of engine:

- Speed )

- Turbocharp: r ) - as a function of time

- Governor )

in response to changes in load, which can be either

a step change or a ramp change.

Also, predict engine power and speed capabillti.b

at varying altitudes and ambient temperature.

Predict the influence of various accessories:

- Turbocharging ( single or dual)

- Intercooling

- Aftercooling

- Alternate cooling systems

on engine performance under non-standard ambient

conditions.

• Ambient Conditions

• Load

• Empirically derived performance data (or maps)

for engine.

- cylinders

- boost devices

- air cooling systems

® Potential Accuracy

- Will improve and have expanded predictive

range as the data base is expanded through

experience.

e Input Data Accuracy

- Highly influential to output accuracy.

Not stated. However, this model is highly

empirical, based on the assumption that laboratory

experiments correlate with field performance.

• Exclusively empirical.

• Requires performance "map" for each system

component under study.

ax

LIMITATIONS

3-240
OPERATING PERFORMANCE

Model E-0059-OP-75 (Cont.)

® Probably most applicable only to the Mirrlees

Blackstone or similar large bore medium speed

diesels.

ADVANTAGES a Accurate, quick, predictions of engine

performance under conditions not yet experienced

(good application engineering tool).

• Model transient response of engine under actual

operating conditions.

R

C VALIDATION Close agreement with in fiel: measurements.

COMPUTING REQUIREMENTS Computer type not mentioned: language is ICLJEAN.

COST OF OPERATION Not stated.

0.

FUTURE. POT*zNTIAL Continue to work, apparently on refining empirical

' data base, in order to improve range of conditions

which can be modeled.

AVAILABILITY Not stated, most likely not available.

)

E.

y•.

65

ar ,

3-241

I low L'4+W/
OPERATING PERFORMANCE

Model E-0061-OP-74

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

REFERENCE

OBJECTIVE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES

Development of P.C. Engine Simulation Program.

1971-1974

K. Shiraishi, K. Murakami, M. Mizushima, and

T. Nakayama.

Nippon Kokan ( Japanese licensee for Pielstick-SEMT

Engines).

Nippon Kokan

Marine

Military and civilian.

Nippon Kokan Technical Report - Overseas July 1975.

To model the NKK (Pielstick) 3PC2-5L test engine in

order to make performance predictions.

Output - As a function of horsepower:

- Fuel rate

- Speed (RAM)

- Air flow

- Turbocharger speed

- Supercharger speed

- Peak combustion pressure

- Manifold temperatures

Based on the 1971 modeling work of 130th Research

Panel of Shipbuilding Association of Japan.

Not stated.

Predicts the power output of the NKK-Pielstick

3PC2-5L engine over its entire operating range.

s ASSUMPTIONS e Semi-perfect gas.

a . Combustion rate solely a function of crank

position.

a Heat transfer rate governed by Eicherberg°s

empirical formulae.

PFECEDING PAGE EiLANK NOT' f'ILME'L

It ^
OPERATING PERFORMANCE

Model F-0061-OP-74 (Cont.)

LIMITATIONS a Steady-state performance only.

• Applicable only to subject engine.

• Empirical coefficients used to tune theoretical

formulae.

• Even firing, singe pipe exhaust systems.

DATA INPUT REQUIREMENTS e Engine dimensional data.

• Supercharger/turbocharger characteristic curves.

• Gas temperature: pressure at various points in

manifolds.

• Combustion start angle.

• Combustion duration.

• Heat release index.

• Various flow coefficients for the engine under

study.

Availability of Data Base:

Required empirical correlations inherent in model.

VALIDATION Validated against subject engins with agreement

within 5 percent steady-state.

COMTUTING REQUIREMENTS Not stated

COST OF OPERATION Not stated

FUTURE POTENTIAL ® Will expand capabilities to uneven firing,

multiple pipe exhaust manifolds.

a Improving turbine modeling system to get better

correlation.

AVAILABILITY Highly unlikely

V "..

3-244
OPERATING PERFORMANCE

Model E-0062-OP-76

TITLE Wholly Dynamic Model of a Turbocharged Diesel

Engine for Transfer Function Evaluation

DATE 1976

AUTHORS Winterbone, Thiruarooran and Wellstead

ORGANIZATION University of Manchester, Institute of Science and

Technology (OMIST)

SPONSORS Not stated.

TRANSPORTATION MODE All

APPLICATION Military and civilian.

OBJECTIVE To describe the response of an engine to changes in

shaft load with emphasis on an accurate description

of the intake ane exhaust systems coupled with a

turbocharger.

Output:

- Exhaust temperature

- Turbocliarger speed

- Engine speed

- Fuel rack position

All as a function of time.

REFERENCE SAE Paper 770124.

RELATIONSHIP TO OTHER MODELS Not stated.

HISTORY OF MODEL The model discussed in this paper attempts to overcome many of the shortcomings of the quasi-steady

case by adopting a more fundamental approach. It

is based on the 'filling-and- emptying' technique

for evaluating turbocharged engine performance.

Some empirical factors have been implied, these

were assessed from steady-state results. It is

felt that this model is the best compromise between

the simple quasi-steady models and the complex

wave-active based simulations. The program consists of two main sections, the gas flow section, i

3-245
OPERATING PERFORMANCE

Model E-0062-OP-76 (Cont.)

in which the filling of the cylinders is matched to

the turbine and compressor characteristics, and the

power section, in which the power output of the

engine is evaluated by a modified simple cycle

analysis. The final model consists of 30 simultaneous non-linear itff2rential equations which are

integrated on a step iy step basis.

OPERATIONAL CAPABILITIES Determine the influence of turbocharger, intake,

and exhaust manifold on engine response to a change

in shaft load.

ASSUMPTIONS a Turbine and compressor are adequately

represented by steady-state characteristics.

• Cycle-to-cycle variations neglected.

• Exhaust manifold heat losses are a constant

percentage of manifold input enthalpy.

LIMITATIONS a Many of its fundamental equations are oversimplified and model is hence "tuned" with

coefficients which may have to be empirically

determined from one engine to the next.

DATA INPUT REQUIREMENTS

® Model not generally applicable from one engine

to the next without empirical "tuning" data.

® Actual determination of heat losses totally

ignored.

• Turbocharger characteristics

• Governor characteristics

• Engine characteristics

- Manifold systems details

- Rotating component moment of inertia

etc: (paper not legible).

4

3-246
.

OPERATING PERFORMANCE

Model E-0062-OP-76 (Cant.)

ADVANTAGES Claimed to be more fundamentally based than some

models, hence requiring less empirical data:

However, the "tuning" coefficients used are

empirically derived and may not be universally

applicable.

VALIDATION Validated only to the extent that "tuning"

coefficients determined on one engine.

COMPUTING REQUIREMENTS Fortran IV: uses CDC 7600 or PDP-10 computers.

COST OF OPERATION CPU/Engine rpm - 600 for PDP-10

CPU/Engine rpm = 20 for CDC-7600

FUTURE POTENTIAL Better validation work and more fine tuning is

underway.

Potential Accuracy: Improvements being sought.

Universally applicable accuracy improvement

doubtful.

AVAILABILITY Presumably from UMIST.

3-247
s-_

OPERATING PERFORMANCE

Model E-0068-OP-77

TITLE Simulation of a Turbocharged Diesel Engine to

Predict the Transient Response

DATE 1977

AUTHOR M.R. Goyal

ORGANIZATION John Deere

SPONSOR John Deere

TRANSPORTATION MODE Highway, perhaps others.

APPLICATION Military and civilian.

OBJECTIVE To predict engine performance (speed, A/F ratio,

pump rack position, turbocharger speed, intake

manifold pressure during speed and load transients.

Output:

As a function of time:

- Shaft speed

- Turbocharger speed

- Fuel rack position

- Intake manifold pressure

Fuel and AM flow

Power

Turbine inlet temp

REFERENCE ASME paper 78-DGP-11

RELATIONSHIP Based upon work of Borman and McAuley.

TO OTHER MODELS

HISTORY OF MODEL None giver..

OPERATIONAL CAPABILITIES Uses quasi-steady state analysis to determine

engine response to changes in operator input

(throttle position) or shaft load. Effect of

changes in control, operations, and design can be

studied.

k.

PRECEDING WAGE BLVIK NOT FU6ME3-249
_ 

OPERATING PERFORMANCE

Model E-0066-OP-77 (Cont.)

ASSUMPTIONS

LIMITATIONS

m Engine and turbocharger pass through a series of

quasi-steady states during transient.

® Heat transfer coefficients based on Annand's

work.

® Each cylinder component has a constant, uniform

surface temperature.

• Fuel mass heat release rate described by W4ebe's

semi-empirical dimensionless equation.

• Burning schedule described by Benson.

a Engine friction estimated by method of Chen and

Flynn.

® Must he empirically tuned to engine under study.

e Simplified combustion model.

DATA INPUT REQUIREMENTS - Steady-state Compressor Performance Charts

- Steady-state Turbine Performance Charts

- Mechanical Component Polar Moments of Inertia

- Engine Load Profile

- Governor and Pump descriptive equations

- Engine Dimensions

Data Base: Steady-state engine data needed on

engine of interest.

VALIDATION Good correlation achieved with turbocharged as well

as turbocharged and intercooled engines (2 engines,

12 operating points total published).

COMPUTING REQUIREMENTS Not stated.

1

COST OF OPERATION Not stated.

` FUTURE POTENTIAL Not discussed.

AVAILABILITY Unlikely.

3-250
BOTTOMING CYCLE

Model W-0002-70

TITLE Boiler Analysis Program (BAP)

DATE 1970 (modification through 1982)

AUTHORS J. Gerstman, with recent modifications by I.P.

Krepchin.

ORGANIZATION Foster-Miller

SPONSOR Private

TRANSPORTATION MODE Highway

APPLICATION Roth military and civilian.

OBJECTIVE This model was developed for the design and

ana y!:is of once-through boilers, both fired and

wascc heat. The configuration assumed in the model

is a patented conical helix.

Output - The major outputs of this model are:

- Steam flow for given gas conditions and desired

steam temperature and pressure, or

- Gas flow for given water flow and desired steam

temperature and pressure.

- Boiler efficiency.

- Steam and gas side pressure drops.

- Temperature distributions of the steam, wall and

gas.

REFERENCES Demler, R.L., "Design and Development of an

Automotive Propulsion System Utilizing a Rankine

Cycle Engine (Water Based Fluid)," for U.S. ERDA,

EY-76-C-02-2701 A001, September 1977.

RELATIONSHIP TO The BAP model can be used in conjunction with steam

OTHER MODELS expander model to simulate bottoming cycle systems.

3-251

5
BOTTOMING CYCLF

Model W-0002-70 (Cont.)

HISTORY OF MODEL Over the years since 1970, the model has been

modified to accommodate: alternate fuels, split-fin

tubing, interactive design use. The capability to

model waste heat boilers and to converge faster are

also recent additional capabilities.

OPERATIONAL CAPABILITIES This model includes the following range of

capabilities.

- Steady-state calculations, some information

available for transient behavior.

- Complete parametric capabilities.

Limited to 10 water/steam passes - Any tube and fin

sites and any coil diameter.

ASSUMPTIONS The major assumptions are:

- Uniform gas flow distribution.

- Constant steam pressure.

LIMITATIONS None identified.

DATA INPUT REQUIREMENTS The data that are required as input to the model

are:

- Boiler geometry.

- Water inlet and outlet temperature and pressure.

- Water flow or gas flow.

- Gas temperature or fuel and fuel-air ratio for

fired boilers.

ADVANTAGES None identified.

VALIDATION This model has been validated by experiment and

prototype performance. Validation described in

Demler, R.L., "Demonstration of a Steam Powered

Face Haulage Vehicle," FMA/DOE ET-75-C-01-0916,

F '^ July 1979.

3-252
BOTTOMING CYCLE

Model I4-0002-70 (Cont.)

COMPUTING REQUIREMENTS The model code written in Fortran and used on

CYBER 170 series and VAX 11/780.

COST OF OPERATION The average cost per run of operating this model on

the current hardware described above is $.20/run.

FUTURE POTENTIAL No current plane.

AVAILABILITY This program is not for sale, however, it can be

used for a fee.

r

4

3-253
v

BOTTOMING CYCLE

Model W-0003 -74

Rankine Cycle, Waste Heat Recovery Engine

(part-load and full-load) Performance Model

1974

Di Bella, F.A., and Wang, C.

Thermo Electron Corporation, Waltham, Massachusetts

Thermo Electron Corporation (TECO)

Internal R&D funding

All modes

This model is applicable to military and civilian

use.

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE This program is used to determine the full and

part-load performance of a Rankine Cycle system

using specified heat exchanger and turbine components. It will calculate the performance of a

Rankine Cycle System with a minimum of input data;

and with either a water cooler or air cooled

condenser cooling system specified. An indirect

heating or cooling sub-system can also be accommodated for Solar Rankine Cycle System Analysis,

for example. Radiator fan cooling curves are also

available for accurate power consumption versus

cooling performance evaluations.

The model al:c permits the working fluid to be

changed in order to evaluate the Rankine Cycle

Performance for various working fluids.

Output: The major output parameters are the

Rankine Cycle System's net power output, component

(far, pump, etc.) parasitic losses as well as heat

exchanger and turbine operating efficiencies for

operating point at full or part-load conditions.

REFERENCES Not identified. However. Thermo Electron maintains

all of the necessary program documentation and/or

manuals.

PRECEDING PAGE BLANK NOT F&MED

3-255
BOTTOMING CYCLE

Model W-0003-74 (Cont.)

RELATIONSHIP TO This computer model is the "Main" program for which

OTHER MODELS several sub-programs have been written in order to

separately evaluate any of the principle Rankine

Cycle Components. This main model does not require

the sub-programs to function however, the subprograms will only identify the performance that

can be expected of an individual component. By

observing each individual component's performance

taken separately; the engineer can identify and

make improvements to that component before it is

used in the main program.

In this sense, this computer program is the main

program of a family of shorter computer models.

HISTORY OF MODEL This Rankine Cycle System performance model was

developed by Thermo Electron Corporation to support

Its development work in the design, assembly and

testing of Organic Rankine Cycle Systems.

This model has been used to predict the full and

part-load performance characteristics of TECO's

systems ranging in size from 35 kW to 450 W. It

can be used for systems with any power output

provided the necessary heat exchanger size and

turbine design point performance is known and input

into the computer program.

The model has been updated with regards to turbine

aerodynamics and/or heat exchanger heat transfer

coefficients as testing of the developed systems

have been performed and test results confirmed.

OPERATIONAL CAPABILITIES The model is essentially a steady -state model of

the Rankine Cycle's full and part-load performance.

It can identify its operational characteristics

with only a minimum of essential inputs; for

example, heat energy temperature and flowrate and

ambient temperature, the sizes of any of the heat

exchangers or the pumping curve characteristics or

the turbine ' s aerodynamic design point charac:eristice can be readily changed; particularly if the

system is used with a computer that has a time

share capability.

3-256

^^ G
BOTTOMING CYCLE

Model W-0003-74 (Cont.)

ASSUMPTIONS The computer model does not require any assumptions

to be made concerning the Rankine Cycle System

performance. Each component of the Rankine Cycle

System model used either TECO tested results or

manufacturers performance guarantees (i.e., pump

and fan curves, heat exchanger performance data).

LIMITATIONS The computer model may be limited in modeling a

Rankine Cycle System below 30 percent of its RatedDesign Point power output.

DATA INPUT REQUIREMENTS Input data for the Rankine Cycle System computer

model inclu4e:: heat energy inlet temperature and

flowrate and the ambient or "Heat Sink" temperature. The system's component sizes and turbine

size and Design Point operating characteristics are

also required. However, these component descriptions are input only once, at the start of the

program, and are used to determine the part-load

performance of the Rankine Cycle System when partload heat energy conditions are identified to the

model.

Input Data Accuracy: The input data can be to only

one decimal place.

Cost of Data Base: The cost for the data base

varies with the type of heat source, the amount of

part -load data, and the degree of fluctuation of

this data. A specific cost for the data base is,

therefore, not readily determined without a description of the size of the data to be run.

k ADVANTAGES It is thought that this Rankine Cycle System model

is very versatile for use with various energy

recovery scenarios. For example, the heat source

can be a solar heated heat transfer fluid or a fuel

oil or coal-fired heat exchange. The heat source

may involve waste heat energy recovery from diesel

or gas turbine engines. The "cold sink" may also

involve a simple air-cooled or water-cooled condenser or involve the more complicated, indirect

heat transfer cooling system. For example, a

radiator and cooling fan assembly to reject heat

^. from a water-cooled condenser.

3-257
BOTTOMING CYCLE

Model W-0003-74 (Cont.)

VALIDATION The computer model has been used to verify the

performance of a 35 kW, 75 kW, 100 kW, and 450 kW

Organic Rankine Cycle System with success. The

operation of the 35 and 100 kW units are documented

in several DOE and internal reports, respectively.

COMPUTING REQUIREMENTS The computer model is currently used with a Xerox

computer and is written in Fortran IV language.

COST OF OPERATION TF.CO's cost to operate this program is not representative because of TECO's access to an inexpensive time share service. The actual running time

for the program is typically measurable in seconds

and not minutes.

FUTURE POTENTIAL The computer model continues to be updated whenever

methods are found to perform the system calculations quicker, with fewer iterations. Modifications of the turbine aerodynamic models are made to

reflect current state-of-the-art.

Potential Accuracy: The performance accuracy is

very much dependent upon manufacturers heat

exchanger, pump and/or fan data as well as on the

extent of the working fluid properties available

for the program's computations. It is necessary to

have friction as well as heat transfer versus flowrate data for each heat exchanger in the system.

The plumbing diameters and the number of 90° and

180° returns in the plumbing is also necessary for

an accurate pressure drop calculation. The amount

and location of insulation used with the components

is also required.

AVAILABILITY The model presently unavailable to external organizations. Rankine Cycle modeling can be contracted

from the Thermo Electron Corporation or adapted for

use by NASA/Lewis provided contractual arrangements

are made.

3-258
BOTTOMING CYCLE

Model W-0004-70

TITLE DRC Modelling (Rankine Bottoming Cycle Engines)

DATE 1980-1983

AUTHORS Various

ORGANIZATION Mechanical Technologies, Inc. (MTI)

SPONSORS Various including DOE and MTI

TRANSPORTATION MODE Has been applied to pipeline and marine

applications.

APPLICATION Civilian

OBJECTIVE Optimum sizir . performance and cost trade-offs

including thermodynamic inputs as well as

financial DCF analyses.

REFERENCES Model results have been incorporated in numerous

articles, papers and reports published by MTI.

There is no formal documentation of the models

themselves.

RELATIONSHIP TO This model is a stand alone model. Models

OTHER MODELS covering the use of steam Rankine bottoming and

topping cycles draw upon the same economic

subroutines.

HISTORY OF MODEL The current model is the latest version of a

series of models developed by MTI since 1975.

These include inputs from studies funded by

various governmental and commercial customers and

MTI.

OPERATIONAL CAPABILITIES It provides thermodynamic and mechanical design

and performance, estimated costing and economic

analyses. It is a steady state model. Transient

operation in stationary applications is not

P_ relevant.

ASSUMPTIONS Not identified.

i

3-259
BOTTOMING CYCLE

Model W-0004-70 (Cont.)

LIMITATIONS The model is for steady state operation and does

not explicitely incorporate the performance

characteristics of the diesel engine in order to

obtain an engine system performance map. The

characteristics of the diesel engine are

accounted for by input as external data, the

steady state temperatures, and flow rates of the

diesel engine waste heat streams.

DATA INPUT Heat flows and temperatures for Input stream,

REOUIREMF,NTS cooling water temperatures, energy economic

parameters.

OUTPUT PARAMETERS Performance, design parameters, costs, and DCF.

ADVANTAGES The analyses and cost data have been verified by

actual tests and fabrications.

VALIDATION The mode] has been validated. No publication has

been prepared.

COMPUTING REQUIREMENTS The model is written in a Fortran language which

can be run on IBM compatible equipment. Input

data needs include operating temperature levels,

Input heat flows, and energy economic parameters.

COST OF OPERATION Not identified.

FUTURE POTENTIAL. The performance and cost data are updated

peri.dically to incorporate the most recent data.

AVAILABILITY The model can be applied by MTI for funded studies.

3-260
BOTTOMING CYCLE

Model W-0005-70

TITLE Brayton Bottoming System (BBS) Evaluation

DATE This model is an evolution of an existing model

that has been developed and modified over the past

five years.

AUTHORS Gene Wilmot, et al., Hamilton Standard Division

(HSD). Adapted to Diesel Engine Application by

T.N. Obee, United Technologies Research Center

(UTRC).

ORGANIZATION HSD of United Technologies Corporation and United

Technologies Research Center (UTRC).

SPONSOR UTC

TRANSPORTATION MODE Any diesel engine-powered mode.

APPLICATIONS Mostly civilian.

OBJECTIVE To perform design and performance calculations of

Brayton-cycle waste heat recovery systems under

both design and off-design conditions.

REFERENCES Proprietary manuals.

RELATIONSHIP TO This is a self-contained model that combines the

OTHER MODELS design and performance characteristics of compact

heat exchangers with those of turbomachines. The

heat exchanger part of this model can be accessed

separately for heat exchanger design and sizing

purposes.

HISTORY OF MODEL This model represents an adaptation to BBS of a

sophisticated aircraft environmental control

air-cycle system model which has been in use at

HSD for many years.

OPERATIONAL CAPABILITIES This mcdel can be used both for design and heat

exchanger sizing calculations and for off-design

performance calculations of the entire system.

Design factors of interest can be varied easily.

,i

^i

ASSUMPTIONS Validity of compact heat exchanger maps such as

those given in Kays & London, and validity of

turbomachinery similarity and scaling laws.

3-261
BOTTOMING CYCLE

Model W-0005-70 (Cont.)

LIMITATION The model assumes that only air will flow through

turbomachines. Also, only uniform fouling of heat

exchanger surfaces can be accounted for.

DATA INPUT Design Mode: Cold and hot side flow rates and

REQUIREMENTS inlet outlet temperatures; pressure levels and

allowable pressure drops; heat exchanger

configuration and fin geometry (Stanton Number and

friction factor maps are stored in computer

library for a wide variety of finned surfaces).

Performance Mode: Characteristics of heat

exchangers and turbomachines (e.g., performance

maps or data) and external conditions such as

diesel exhaust temperature, pressure and flow rate

at a given speed, ambient conditions and heat

exchanger fouling factors.

ADVANTAGES Fast simulation of complex systems consisting of

several heat exchangers and several turbomachines

and connecting conduits, both for design and

off-design calculations.

VALIDATION The original version of the model has been

successfully used for designing air-cycle aircraft

cabin cooling systems, e.g., the HSD-designed and

built system used on the F-16 Falcon.

COMPUTING The model is written in Fortran and usually ran on

REQUIREMENTS an IBM 3380.

COST OF OPERATION Less than $1 per run.

FUTURE POTENTIAL Extending the simulations to fluids other than air,

and an improved model for heat exchanger fouling.

AVAILABILITY The model is proprietary to UTRC. Can be used only

by UTC Divisions. Indirectly available to NASA

through contracts to UTRC or HSD.

3-262

V:.
BOTTOMING CYCLE

Model W-0006-81

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

Rankine Bottoming Cycle Performance Code

June 1981

Korazinski, J.L. and Ash, J.E., were the people

primarily involved inthe code development.

Argonne National Laboratory

Initially: DOE - Office of Industrial Programs;

Currently: DOE - Office of Vehicle and Engine R&D.

The initial application was for stationary systems

In the size range of 600-2400 kW.

APPLICATIONS Program can, however, estimate organic Rankine

engine performance in quasi steady state

applications associated marine or pipeline

applications.

OBJECTIVE To calculate the performance (efficiency, power

output, etc.) and cost of Rankine bottoming cycle

systems as a function of working fluid and

operating parameters.

REFERENCES 1. Manciniak, T.J., et al, "Comparison of

Rankine-Cycle Power Systems: Effects of SEven

Working Fluids," Argonne National Laboratory

Report ANL/CNSV-TM-87 (June 1980.

2. Ash, J.E., "Analytical Expressions for

Thermodynamic Properties of Rankine Bottoming

Cycle Organic Working Fluids," (draft), (June

1982).

RELATIONSHIP TO The current model is not a submodel or part of a

OTHER MODELS family of models. The current model can be used as

a separate entity. It could, however, be

adopted for use as a subroutine to estimate the

performance of combined diesel engine/RBC systems.

HISTORY OF MODEL The current ANL model is based upon the model

described in the report ANL/CNSV-TM-87. The major

modifications involved the inclusion of equations

into the code for the calculation of fluid

properties.

3- 26 3

kt
BOTTOMING CYCLE

Model W-0006-81 (Cont.)

OPERATIONAL • The performance calculations are independent

CAPABILITIES of the size or type of the heat source. The

cost data presently in the code applies to

systems in the range of 600-2400 W.

• Steady-state or quasi-steady-state.

• Gross factors (heat source flow rate and

temperature, cooling water temperature,

turbine efficiency, etc.) can be readily

changed for parametric studies.

ASSUMPTIONS The model inputs specific assumptions relative to

heat transfer coefficients, working fluid

properties, and component performance

characteristics. As such, it is valid only under

the specific design conditions where these design

point conditions apply.

LIMITATION The model was not set up to do a detailed design

analysis of a specific bottoming cycle system. It

is intended for scoping studies to assess the

impact of the working fluid on the system

performance and cost.

DATA INPUT The input data required include a description of

REQUIREMENTS the heat source (temperature, flow rate), some

basic properties of the working fluid (e.g.,

molecular weight, boiling point), and cost data

for the sizes of components of the bottoming

cycles being studied.

ADVANTAGES The model 1s useful for quickly and cheaply

performing scoping studies to determine the effect

of working fluid selection and gross operating

parameters (temperatures, capacity, etc.) on BBC

performance and cost. It is intended to fully

document the model and make the computer code

readily available to potential users. The model

is useful for quickly performing scoping studies

to determine the effects of changes in fluid

properties on system performance and cost.

VALIDATION Some validation of the model was done for the

s Sundstrand 600 kW bottoming cycle system. This

validation data has not been formally published.

3-264
BOTTOMING CYCLE

Model W-0006-81 (Cont.)

COMPUTING The code is written in Fortran. It has been run

REQUIREMENTS on an IBM 3033 computer.

COST OF OPERATION The average run cost about $1.50-$2.50 depending on

the number of cases run for a specific fluid, which

may range from about 30 cases to about 70 cases.

Each case corresponds to a different operating

condition (different maximum temperature and

pressure) for the fluid.

FUTURE POTENTIAL Additional development work is planned on the fluid

property subroutines. It is also intended to

modify the component models and improve their

flexibility. It is also planned to change the

cost models to cover a size range more appropriate

to bottoming cycles for heavy-duty transportation

systems.

AVAILABILITY Prior to its release, the model needs to be more

thoroughly documented.

V

3-265
PRECEDING WAGE BLANK NOT FILMED

3-267

Model E-0018-TC-77

TITLE Turbocharged Diesel Engine Simulation to Predict

Steady-State and Transient Performance

DATE 1977

AUTHORS A.S. Ghuman, M.A.Iwamuro, H.G. Weber

ORGANIZATION Cummins Engine Company

SPONSOR Cummins Engine Company

TRANSPORTATION MODE Highway and other adaptations of highway engines

(may be limited to direct injected engines).

APPLICATION Military and civilian.

OBJECTIVE e Predict relative merits of various methods used

to improve transient engine response.

® Predict steady-state and transient performance

of a particular engine system at some untested

operating condition.

Output:

- Engine

- IMEP

- Engine friction

- Pumping work

- Volumetric efficiency

- Exhaust manifold temperature

- Turbocharger

- Speed

- Pressure ratio

- Efficiency .

- Mass flow

REFERENCES ASME Paper 77 DGP5

RELATIONSHIP TO None stated.

OTHER MODELS

A.

LI I ___ - .-- - -
TURBOCHARGER

Model E-0018-TC -77 (Cont.)

OPERATIONAL CAPABILITIES ® The model uses limited experimental data to

develop steady-state engine performance maps.

e Steady-state engine maps are used to develop

engine transient response performance.

® Various engine parameter variables (see input

data) or forcing functions (such as fuel rate

variation with time, engine load variation,

etc.) can be varied to assess the impact on

steady-state and transient performance.

ASSUMPTIONS e Steady-state performance maps for engine a^d

turbocharger are valid during each instanr of

transient operation.

a In-cylinder heat transfer rate is constant.

a Steady-state engine performance can be

adequately mapped by curve fitting between a few

experimentally determined points.

e The exhaust manifold metal is assumed to be

divided into two layers, the inner much thinner

than the outer. This allows improved modeling

of the thermal responsiveness of the wall during

transients.

LIMITATIONS ® "Emptying and Filling" model

s The model demands inputs which are estimated or

experimentally derived. Few fundamental engine

parameters are considered. For example, the

effect of an insulated manifold is predicted by

estimating the change in manifold gas

temperature.

a Ignores "cycle analysis" completely.

a No in-cylinder time delay for gas flow.

® Will not predict manifold resonances and hence

cylinder to cylinder variations.

3-268
TURBOCHARGER

Model E-0018-TC-77 (Cont.)

DATA INPUT REQUIREMENTS e Steady-State

- Engine speed

- Fuel rate or air/fuel ratio

- Compressor inlet temperature and pressure

- Turbine exit temperature

- Coolant temperature into aftercooler

- Aftercooler effectiveness

- Turbocharger bearing losses

- Intake manifold pressure and temperature

- Exhaust manifold pressure

® Transient

- Steady-state performance maps

- engine speed

- fuel rate or air/fuel ratio

- turbocharger speed

- compressor inlet pressure sad temperature

- turbine exit pressure

-• intake manifold pressure and temperature

- exhaust manifold pressure and temperature

- exhaust manifold metal temperature

- Coolant temperature into aftercooler

- Aftercooler effectiveness

- Engine system inertia

- Turbocharger inertia

- Load on the engine

- Exhaust manifold lead transfer area

- Exhaust manifold inside diameter

- Volr-es of intake and exhaust manifold ports

- Thern.al properties of exhaust yanifold metal

- Valve timing

Input Data Accuracy: No special requirements

listed. Obviously the more accurate and more

numerous, the better.

Accuracy:

- Steady-state - generally within 5 percent

claimed.

- Transient - "generally good agreement."

E - ADVANTAGES Very rapid assessment of the impact of parametric

y' changes on the performance of a four-stroke

turbocharged diesel engine.

3-269

E
TURBOCHARGER

Model E-0018-TC-77 (Cont.)

Model, as reported, has been validated for

transient conditions only under low load

acceleration, and apparently for only one engine.

Data published in source document.

None stated.

One minute of computer time.

Authors hope to develop this into a model capable

of handling two stage turbocharging. Weber

indicates this model obsoleted at Cummins by one

written by Watson, Imperial College, London.

Potential Accuracy: No claims for future

improvements e,ere made.

VALIDATION

COMPUTING REQUIREMENTS

COST OF OPERATION

FUTURE POTENTIAL

AVAILABILITY Not available.

3-270
TURBOCHARGER

Model E-0019-TC-77

Bt E `

o

r

Prediction and Measurement of Two-Stroke Cycle

Diesel Engine Performance and Smoke at Altitude

1977

W. Schmidt, D. Venhuis, S. Hinkle

Detroit Diesel Allison

Detroit Diesel Allison

Highway

Military and Civilian

To predict changes in two-stoke, turbocharged and

blown diesel engine power .utput and smoke with

changes in altitude.

Output:

- BSFC

- BHP

- Bosch Smoke Number

ASME 77 DGP-3

None mentioned.

None given.

Steady state performance (power ISFC, and smoke) of

a two-stroke, turbocharged and blown diesel as

influenced by altitude is calculated from measured

baseline performance using performance

characteristics of:

- Turbocharger

- Blower

- Engine air trapping

- Fuel mass flow

- Air/fuel ratio

Design factors rtan be altered by changing the

baseline coefficients describing a particular

engine's performance.

i

3-271

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

APPLICATION

OBJECTIVE

REFERENCE

RELATIONSHIP TO

OTHER MODELS

HISTORY OF MODEL

OPERATIONAL CAPABILITIES
0

TURBOCHARGER

Model E-0019-TC-77 (Cont.)

ASSUMPTIONS a Turbocharger output constantly proportional to

inlet air density

® Altitude has no effect upon fuel supply system

and cooling system.

® Indicated power and exhaust property

characteristics of the cylinders are influenced

by altitude only as they influence trapped

air/fuel ratio.

LIMITATIONS a The model is empirically based.

s Limited to the influence of ambient air density

(altitude) on the air side systems. Calculates

smoke, BHP and BSFC with changes in altitude only,

taking into account only gross air densit y effects.

® Different manifold configurations cannot be

modeled.

® Each engine under study must be tested to

determine the performance coefficients.

Considers only power, BSFC, smoke.

DATA INPUT REQUIREMENTS ® Air density

• Turbocharger effectiveness

• Air box density

• Rotary blower speed

• Rotary blower displacement

• Rotary blower efficiency

• Rotary blower pressure ratio

• Engine air mass flow rate engine trapping

efficiency

• Fuel flow rate

• Engine smoke characteristics

• Engine speed

• Combustion chamber and cylinder volume

e,

G

3-272
ADVANTAGES

VALIDATION

TURBOCHARGER

Model E-0019-TC-77 (Cont.)

Various performance coefficients for each system:

• Turbocharger

• Blower

• Cylinder

• Smoke

must be empirically determined at baseline

operating conditions.

Rapid, single calculation of engine performance as

a function of altitude.

"Reasonably" good correlation with test data shown.

COMPUTING REQUIREMENTS Suitable for hand calculator.

COST OF OPERATION Almost none.

FUTURE POTENTIAL Apparently none.

Potential Accuracy: Further refinement at this

level of sophistication probably not warranted.

AVAILABILITY Model fully described in source document.

i

t

3-273
TURBOCHARGEx

Model E-0035-TC-75

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSORS

TRANSPORTATION MODE

APPLICATION

A Real-Time Analogue Computer Simulation of a

Turbocharged Diesel Engine

1975

R.S. Benson, D.E. Winterbone, S.S. Shamsi,

G.D. Close, A.G. Mortimer, P. Kenyon

University of Manchester, Institute of Science and

Technology

None listed

Highway, Marine

Military and civilian

OBJECTIVE To simulate for the purpose of analytically

improving the transient response of a turbocharged

diesel engine when subjected to a step change in

load. Engine response is modeled as:

- Engine speed

- Turbocharger speed

- Rack position

- Compression boost

- Air/fuel ratio

all as a function of time.

Output:

- Engine speed

- Turbocharger speed

- Exhaust temperature

- Rack position

- Engine speed

- Boost ratio

- Engine air flow

as a function of a set speed and time from a step

shaft load input.

t

REFERENCES IME Proceeding 1976

SAE Paper 770122

ASME 76-WA/DGPI

t

ce

PRECEDING PAGE BLANK NOT FILMED

3-275
TURBOCHARGER

Model E-0035-TC-75 (Cont.)

RELATIONSHIP TO Based on model developed by Ledger (see SAE Paper

OTHER MODELS 710177 and 730666).

HISTORY OF MODEL Previous work has been performed at 1'4IST on the

modeling of a Ruston and Hornsby 6APC diesel

engine. This had a 0.20 m (8 in.) bore, and

produced a maximum output of 19 bar (270 lb /in.2)

bmep at 1000 rpm, with a boost pressure of 1.7 bar

(80 ins mercury abs). The engine was fitted with a

large valve overlap camshaft to enable it to

achieve the maximum benefit from turbocharging.

The computer models were based largely upon

on-design steady state test results; the combustion

equations were extended using off-design results

obtained from a single-cylinder version of the same

engine. The model predictions agreed reasonably

well with empirical results, but deficiencies were

noticeable in the prediction of turbocharger

response, air mass flow and exhaust temperature.

Furukawa extended a digital computer model of the

engine to include air injection into the compressor

of the turbocharger. The aim of this work was to

show that assisted acceleration of the turbocharger

would improve the system response when a sudden

load is applied.

OPERATIONAL CAPABILITIES • Take empirically measured steady and transient

data and develop model for transient engine

response.

® Turbocharger response characteristics can be

altered.

e ASSUMPTIONS Many simplifying assumptions made to linearize or

reduce the mathematical complexity of modeling the

engine. These assumptions are inherent in the

p equation used and are too numerous to list here.

LIMITATIONS ® The model is based on a vast amount of empirical

data for a specific engine. Hence it is not

easily transferred from one engine to another.

3-276

r

1 IL
TURBOCHARGER

Model E-0035-TC-75 (Cont.)

® Air fuel ratio is deduced rather than directly

measured. The deduction is based on the

assumptions inherent in the methodology.

e Ignores cycle analysis completely.

DATA INPUT REQUIREMENTS o Virtually all engine data required as output,

plus friction (Willan's line format).

• Manifold pressure and temperature

• Turbine inlet pressure and temperature

® Smoke

® BMEP

® Fuel flow and pressure

e Crankangle

• Cylinder pressure

• Needle lift

® Air mass flow

s Engine torque

ADVANTAGES The model appears to be somewhat cumbersome to use

due to the need for both an analog and a digital

computer, while its accuracy is about the same as

less restrictive models (E-0018-TC).

VALIDATION Engine performance is claimed to have been

predicted within about 5 percent.

COMPUTING REQUIREMENTS Unknown analog computer used: Program apparently

not limited to this specific unit. But a digital

(DEC PDP15 c;i,:h two disc drive) used to interface

between the engine and analog computer for data

acquisition purposes.

COST OF OPERATION Not stated.

FUTURE POTENTIAL None

Potential Accuracy: Probably can't be improved.

AVAILABILITY Model described in ASME paper. However, much

empirical data needed as described in IME paper.

Y 3-277

r

V
TURBOCHARGER

Model E-0036-TC-81

TITLE

DATE

AUTHORS

ORGANIZATION

SPONSOR

TRANSPORTATION MODE

A Dynamic Simulation of a Two-Stroke Turbocharged

Diesel Engine

1981

D.E. Winterbone, W.Y. Loo

University of Manchester, Institute of Science and

Technology (UMIST)

Detroit Diesel Allison

Highway

APPLICATION Military or civilian

OBJECTIVE To describe the transient (and steady-state)

performance of a two-stroke turbocharged (and

blown) diesel using control volume emptying and

filling concepts.

Output:

- Load

- Fuel injected (percent of full)

- Compressor outlet pressure (percent of full)

- Compressor outlet temperature (percent of full)

- Blower outlet temperature (percent of full)

- Air box pressure (percent of full)

- Turbine inlet pressure (percent of full)

- Turbine inlet temperature (percent of full)

- Turbocharger speed

- Air mass flow rate (percent of full)

REFERENCE SAE Paper 810337

RELATIONSHIP TO a Based upon a four stroke model reported by

OTHER MODELS Winterbone, Benson, and Furukawa in SAE 730665.

® Uses comhub:ion model developed by Whitestone

and May "Rate of Heat Release in Diesel Engines

and its Correlation with Fuel Injection Data,"

IME Vol. 184, 1969-1970, a single zone rate of

heat release model.

HISTORY OF MODEL First reported in SAE 810337.

3-279

PRECEDING PAGE BLANK NOT FILMED

d
TURBOCHARGER

Model E-0036-TC-81 (Cont.)

OPERATIONAL CAPABILITIES

ASSUMPTIONS

• Evaluate steady-state performance over a broad

range of load conditions (30-300% full load).

• Predict transient performance of an engine in

- response to step changes in load

"typical11 operation in a truck

Design factors may be varied by altering the

parameters which define the state of the working

fluid as well as fundamental engine or system

parameters (inertia, speed, load, swept volume,

etc.)

• Gas flows can be modeled by first order

non-linear differential equations.

• Turbine, compressor, and blower can be

represented by their steady-state

characteristics.

• Cycle to cycle variations are not important.

• Gas pressure and temperature driving compression

stroke modeled assuming polytropic compression.

• Combustion process in two parts:

(1) preparation limited combustion and air

(2) reaction limited combustion rate

• Heat transfer calculated using ANNAND

expression.

• Scavenging process based on assumption that the

entering fresh charge is mixed completely and

immediately with the cylinder contents.

• During scavenging:

- gas mixture contains only CO , H2O, 02 and N2

- gas obeys perfect gas law (pa = mRT)

- internal gas energy is a function solely of

temperature and air/fuel ratio.

3-280
TURBOCHARGER

Model E-0036-TC-81 (Cont.)

• Uses filling and emptying concepts

• Two-stroke engine only

® No emissions information

• Turbocharger speed effects ignored.

• Ignores manifold resonances which cause cylinder

to cylinder variations.

Mechanical characteristics of:

- turbocharger

- blower

- intercooler

- air receiver

- engine cylinder

- valving

- exhaust system

as they effect air flow and combustion. The model

is based upon fundamental principles and hence very

little empirical data is required.

LIMITATIONS

DATA INPUT REQUIREMENTS

ADVANTAGES a Can be easily applied to a range of engines

because little if any empirical data required.

e Applicable over a wide speed range.

® Models each component within the engine air flow

and combustion system separately based on

fundamentals.

s Includes simulation of engine in a truck.

VALIDATION a Shows good steady-state correlation with engine

for which model initially developed (error

within 5 percent).

a Transient response appears "realistic" but not

fully validated yet.

3-281

e,

L:.
47

TURBOCHARGER

Model E-0036-TC-81 (Cont.)

COMPUTING REQUIREMENTS Uses ANSI Fortran IV

- All equations are in paper: Runge Rutta

technique (4th order) is used to solve in the

computer.

COST OF OPERATION Not specified.

FUTURE POTENTIAL Look forward to incorporating a smoke model.

Potential Accuracy: Further work promises

sharpening up the model as some combustion

coefficients are fine-tuned.

AVAILABILITY Unknown: may be recreated from reference.

3-2@2
Model E-0051-TC-76

TITLE A Non-Linear Digital Simulation of Turbocharged

Diesel Engines Under Transient Conditions

DATE 1976

AUTHORS Neil Watson, Maged Marzouk

ORGANIZATION Imperial College of Science and Technology

SPONSOR Ministry of Defense (U.K.) Military Vehicle and

Engineering Establishment

TRANSPORTATION MODE All

APPLICATIONS Military or civilian

OBJECTIVE To stn.ly and analyze the transient response of a

turbocharged diesel engine due to a change in load

or power demand (throttle position).

Output:

Primary output is the engine speed and exhaust

characteristics (pressure, temperature) in response

to load change. However, program is designed to

provide diagnostic data allowing analysis of

phenomena listed under "Range of Capabilities."

The only independent variable is crankangle.

REFERENCE SAE paper 770123

RELATIONSHIP TO ® Combustion: Kreiger, Borman, Fowell, and Marzouk

OTHER MODELS ® Heat transfer: Woschini

s Engine power losses: Chen

HISTORY OF MODEL There are many sources of non-linearity in diesel

engines. However, linearized models (based on

either continuous control or sampled-data concepts)

have been used to investigate the stability of

engine controllers. Sampled data models are closer

to the discontinuous nature of a reciprocating

engine, but a major handicap is imposed by the

assumption of a constant sampling interval.

i

Quasi-linear models, which employ steady-state

characteristics of the engine, constitute a further

step towards the dynamic simulation of turbocharged

diesel engines. The most widely reported

3-283
OPERATIONAL. CAPABILITIES

TURBOCHARGER

Model E-0051-TC-76 (Cont.)

simulation is that developed at UMIST, although

Bowns has published a similar model. These models

link steady-speed experimental data representing

engine thermodynamics and gas flow with dynamic

models of the mechanical components.The major

disadvantage of quasi-linear models is their heavy

reliance on empirically determined data;

particularly at "off-design" conditions such as

those which occur during transients. Furthermore,

the representation of complex combustion and air

flow phenomena tends to be oversimplified. By

representing the air-flow characteristics of an

extgine as a steady-flow phenomenon, possible

differences between inward and outward flow are not

explicitly considered. Evidence suggests that

reverse flow from cylinder to inlet manifold,

significantly affects the response of highly rated

engines.

The unsteady thermodynamic and gas flow processes

occurring inside a turbocharged diesel engine are

satisfactorily evaluated at constant engine speed

by quasi-steady engine simulation programs. Since

these programs calculate unsteady phenomena,

regardless of engine running conditions, such

techniques are potentially suitable for extension

to transient operation. This forms the basis of

this model. However, different formulation and

solution procedure was essential, since the

periodicity condition (constant engine speed) does

not hold during transient operation.

The model ir rather thorough, so a number of

effects can :e explored including:

- Different loading rates

- Turbocharger match

- Turbocharger inertia

- Engine and load inertia

- Exhaust manifold design

- Inlet manifold design

- Valve timing

- Charge air cooling

- Variable geometry turbocharging

- Re-matching with an exhaust waste-gate valve

3-284
TURBOCHARGER

Model E-0051-TC-76 (Cont.)

- Fuel-pump rack limiters

- Compression ratio

- Engine friction

- Thermal inertia of combustion chamber surfaces

All under transient and steady-state conditions.

i

• Thermodynamic equilibrium at all times

• Ideal-gas behavior at all times

• All control volumes contain homogeneous mixture

of air and combustion products

• Ignore property gradients and phenomena

- non-equilibrium compositions

- fuel vaporization before and during combustion

- spatial variations within manifolds

• Combustion products assumed from

- Kreiger and Borman (lean)

- Marzouk (rich)

• Cylinder heat transfer by Woschini

• Combustion process in 2 distinct phases:

(1) ignition delay (duration of propagation of

pressure wave along the fuel line)

(2) heat generation

- premixed portion of burning

- diffusion portion of burning

• Simple combustion model.

• Model appears sensitive to small errors in

describing engine characteristics such as

gov---nor response to engine speed.

• Heat transfer area and coefficients

- manifolds

- combustion chamber

• Engine friction torque

• Load

• Cylinder diameter

• Internal energy

• Fuel burning rates

- premixed

- diffusion

• Engines polar moment of inertia

• Load polar moment of inertia

t

i

3-285

ASSUMPTIONS

LIMITATIONS

DATA INPUT REQUIREMENTS

Q
TURBOCHARGER

Model E-0051-TC-76 (Cont.)

• Turbocharger polar moment of inertia

• Initial and upsetting conditions

• Ambient conditions

• Mode of fuel burning proportionality factor

• Engine speed

• Efficiency

- turbine

- cm*ressor

- turbocharger

• Engine dimensions

• Fuel injection system characteristics

Input Data Accuracy: Reportedly transient response

of some engine systems, particularly turbocharger

and governor is hard to measure. Present

techniques appear inadequate. Improvement needed

In this area.

ADVANTAGES • This appears to be a very powerful model.

• Takes the entire power producing system into

account.

• Combustion model is better than that of other

similar models studied, but is still rather

simple.

• Uses a minimum of empirically determined

coefficients.

VALIDATION "Excellent00 agreement. Only serious discrepancies

appear to be prediction of maximum cylinder

pressure (to be expected) and turbine inlet

temperature (attributed to thermocouple lag rather

than model deficiencies).

COMPUTING REQUIREMENTS Not stated.

COST OF OPERATION Not stated.

FUTURE POTENTIAL Not stated.

Potential Accuracy: Not stated; very good already.

AVAILABILITY Unknown.

3-286
Model Category Index

Organizational Author Index

4.0 INDEXES

All of the models are indexed in two separate ways:

(1) by model category, and (2) by organizational

author.

The model category index is organized as follows:

® Heavy Duty Transport System Models

(1) Highway Transport

(2) Marine Transport

(3) Rail Transport

® Heavy Duty Diesel Engine Models

(4) Matching Intake/Exhaust S-items to the

Engine

(S) Fuel Efficiency

(6) Emissions

(7) Combustion Chamber Shape

(8) Fuel Injection System

(9) Heat Transfer

(10) Intake/Exhaust System

(11) Operating Performance

(12) Bottoming Cycle

(13) Turbocharger

Within each of the thirteen model categories, each

model is listed in numerical order according to its

access code (which merely signifies the

chronological order in which the model literature

was acquired by the project team).

This index organizes all models alphabetically by

the organization that authored the model.

i

4-1
4.1 MODEL CATEGORY INDEX

MODEL CATEGORY ACCESS CODE ORGANIZATION PAGE

Highway Transport H-0001-72 General Motors Corporation 3-1

Highway Transport H-0002-77 U.S. Department of Transportation 3-5

Highway Transport H-0003-81 Ford Motor Company 3-9

Highway Transport H-0004-81 Ford Motor Company 3-11

Highway Transport H-0003-78 U.S. Department of Transportation 3-13

Highway Transport H-0009-76 Cummins Engine Company, Inc. 3-15

Highway Transpoft H-0010-78 International Harvester Truck Group 3-17

Highway Transport H-0012-81 Boeing Computer Services Company, 3-21

Energy Technology Applications Div.

Highway Transport H-0013-78 General Motors Research Lab 3-25

Highway Transport H-0018-79 U.S. Department of Transportation, 3-27

Research and Special Yrograms

Administration, Transportation

Systems Center

Highway Transport H-0023-80 Massachusetts Institute of 3-29

Technology, Department of

Nechanl p :. l Engineering

Highway Transport H-0024-83 Valted Technologies Research Center 3-31

Highway Transport H-0025-61 International Harvester Truck Group 3-35

Marine Transport M-0001-60 U.S. Coast Guard Headquarteraq 3-41

Office of Engineering, Icebreaker

Design Branch

Marine Transport M-0002-78 University of Hannover 3-43

Marine Transport M-0004-81 Y-ARD Ltd., Glasgow 3-45

Marine Transport M-0006-78 PFR Engineering Systems, Marina, 3-47

Del Rey, California

Marine Transport M-0007-83 University of Newcastle upon Tyne, 3-49

England

Marine Transport M-0008-70 Lips, N.V., Drunen. Holland 3-51

Marine Transport M-0009-73 Massachusetts Institute all Technology 3-53

4-2
MODEL CATEGORY INDEX

MODEL CATEGORY ACCESS CODE ORGANIZATION

Rail Transport L-0002-78 U.S. Department of Transportation,

Transportation Systems Center,

Kendall Square, Cambridge,

Massachusetts

Rail Transport L-0004-75 Emerson Consultants, New York

Rail Transport L-0005-81 MITRE Corp., McLean, Virginia

Rail Transport L-0009-77 Carnegie-Mellon University,

Pittsburgh, Pennsylvania

Rail Transport L-0010-78 EE/CS Department, Union College,

Schenectady, New York

Rail Transport L-0011-83 Southern Pacific Transportation Co.

Rail Transport L-0012-65 Association of American Railroads

(AAR)

Rail Transport L-0013-79 AiResearch Manufacturing Company of

California

Matching Intake/ E-0034-72 Hitachi Shipbuilding Ltd., Osaka

Exhaust Systems

to the Engine

Matching Intake/ E-0036-81 University of Manchester

Exhaust Systems

to the Engine

Fuel Efficiency E-0004-77 University of Manchester, Institute

of Science and Technology (UMIST)

Fuel Efficiency E-0005-70 C.A.V. Ltd., Acton, England

?a Fuel Efficiency E-0032-69 University of Wisconsin

Fuel Efficiency E-0044-80 Imperial College, Department of

Mechanical Engineering, London

Fuel Efficiency E-0063-76 Indian Institute of Technology,

Delhi

E.

' Fuel Efficiency E-0070-74 M.A.N., Augsburg and Institut fur

Kolbenmaschinen Technical

S University

K

`r

r

PAGE

3-55

3-61

3-63

3-67

3-71

3-75

3-79

3-81

3-83

3-87

3-91

3-97

3-101

3-105

3-109

3-115

4-3

\
MODEL CATEGORY INDEX

MODEL CATEGORY ACCESS CODE ORGANIZATION PAGE

Emissions E-0001-81 Massachusetts Institute of 3-119

Technology

Emissions E-0002-78 Komatsu/Massachusette Institute of 3-125

Technology

Emissions E-0003-78 Cummins Engine Company 3-131

Emissions E-0006-74 Ultrasystems, Inc. 3-135

Emissions E-0007-76 University of Hiroshima 3-139

Emissions E-0008-71 Northern Research and Engineering 3-143

Corporation

e

Emissions E-0026-73 C.A.V. Ltd., Acton, England 3-147

i

Emissions E-0071-75 Cranfield Institute of Technology 3-151

r`, Combustion E-0009-78 Lawrence Livermore Laboratory, 3-155 :""

Chamber Shape University of California

Combustion E-0010-77 Princeton University 3-159

Chamber Shape

Combustion E-0029-80 Imperial College 3-165

Chamber Shape

Combustion E-0072-78 Los Alamos/General Motors Research 3-171

Chamber Shape Lab

Fuel Injection Systems E-0021-FI-70 University of Sussex 3-177

Fuel Injection Systems E-0039-FI-73 University of Michigan, Ann Arbor 3-179

Fitel Injection Systems E-0048-FI-71 Kyoto University 3-185

Fuel Injection Systems E-0049-FI-75 Wayne State University 3-187

Fuel Injection Systems E-0069-FI-82 University of Minnesota 3-189

' Heat Transfer E-0023-HT-75 Norwegian Institute of Technology 3-193

' Heat Transfer E-0067-HT-64 MAN 3-195

Heat Transfer E-0073-HT-83 Mirrlees Blackstone Limited, with 3-197

Trent Polytechnic and Cranfield

Institute

4-4
MODEL CATEGORY INDEX

MODEL CATEGORY ACCESS CODE ORGANIZATION PAGE

Intake/Exhaust System E-0014-IE-78 University of Technology, Loughborough, 3-201

England; Indian Institute of Technology,

Madras, India; Indian Institute of

Technology, Delhi, India; University of

I

Santa Clara, Santa Clara, California

Intake/Exhaust System E-0015-IE-74 University of Manchester 3-205

Intake/Exhaust System E-0022-IE-80 University of Manchester 3-209

Intake/Exhaust System E-0043-IE-80 University of Manchester 3-213

Intake/Exhaust System E-0053-IE-79 Kawasaki Heavy Industries 3-217

Intake/Exhaust System E-0055-IE-74 Ruston Paxman Diesel Std. 3-219

Intake/Exhaust System E-0056-IE-79 U.S. Department of Transportation, 3-225

Transportation Systems Center

• Operating Performance E-0013-OP-79 Pakistan State Oil Co. Ltd. 3-229

Operating Performance E-0044-OP-79 Imperial College of Science and 3-233

Technology

Operating Performance E-0045••OP-69 National Research Council of Canada 3-235

Operating Performance E-0059-OP-75 Mirrlees Blackstone Ltd. 3-239

Operating Performance E-0061-OP-74 Nippon Kokan 3-243

Operating Performance E-0062-OP-76 University of Manchester 3-245

Operating Performance E-0068-OP-77 John Deere 3-249

Bottoming Cycle W-0002-70 Fo-ter-Miller 3-251

:r

Bottoming Cycle W-0003-74 Thermo Electron Corporation 3-255

Bottoming Cycle W-0004-70 Mechanical Technologies, Inc. (MTI) 3-259

!s

Bottoming Cycle W-0005-70 HSD of United Technologies 3-261

Corporation and United Technologies

e

Research Center (UTRC)

Bottoming Cycle W-0006-81 Argonne National Laboratory 3-263

4-5
0

R

MODEL CATEGORY INDEE

NODEL CATEGORY ACCESS CODE ORGANIZATION PAGE

Turbocharger E-0018-TC-77 Cummins Engine Company 3-267

Turbocharger E-0019-TC-77 Detroit Diesel Allison 3-271

Turbocharger E-0035-TC-75 University of Manchester 3-275

Turbocharger E-0036-TC-81 University of Manchester 3-279

Turbocharger E-0051-TC-76 Imperial College of Science and 3-283

Technology

4-6
4-7

ORGANIZATION

A

A1Research Manufacturing Co.

Argonne National Laboratory

Association of American

Railroads (AAR)

B

Boeing Computer Services

Company, Energy Technology

Applications Division

C

California, University of,

Lawrence Livermore Lab

Canada, National Research

Council of

Carnegie-Mellon University,

Pittsburgh, Pennsylvania

C.A.V. Ltd., Acton, England

C.A.V. Ltd., Acton, England

Cranfi.eld Institute

Cranfield Institute, with

Mirrlees Blackstone Ltd.,

and Trent Polytechnic

Cummins Engine Co.

Cummins Engine Co.

Cummins Engine Co.

D

Detroit Diesel Allison

E

Emerson Consultants,

New York

4.2 ORGANIZATIONAL AUTHOR INDEX

ACCESS CODE MODEL CATEGORY PAGE

L-0013-79 Rail Transport 3-81

W-0006-81 Bottoming Cycle 3-263

L-0012-65 Rail Transport 3-79

H-0012-81 Highway Transport 3-21

E-0009-78 Combustion Chamber Shape 3-155

E-0045-OP- 4 9 Operating Performance 3-235

L-0009-77 Rail iransport 3-67

E-0005-70 Fuel Efficiency 3-97

E-0026-73 Emissions 3-147

E-0071-75 Emissions 3-151

F.-0073-HT-83 Heat Transfer 3-197

E-0003-78 Emissions 3-131

E-0018-TC-77 Turbocharger 3-267

H-0009-76 Highway Transport 3-15

E-0019-TC-77 Turbocharger 3-271

L-0004-75 Rail Transport 3-61
ORGANIZATINAL AUTHOR INDEX

{k

ORGANIZATION ACCESS CODE MODEL CATEGORY PAGE

F

Ford Motor Company H-0003-81 Highway Transport 3-9

Ford Motor Company H-0004-81 Highway Transport 3-11

Foster Miller W-0002-70 Bottoming Cycle 3-251

G

General Motors Research E-0072-78 Combustion Chamber Shape 3-171

Lab/Los Alamos

General Motors Corporation H-0001-72 Highway Transport 3-1

General Motors Research Lab H-0013-78 Highway Transport 3-25

H

Hannover, University of M-0002-78 Marine Transport 3-43

Hiroshima, University of E-0007-76 Emissions 3-139

Hitachi Shipbuilding Ltd. E-0034-72 Matching intake/Exhaust 3-83

System to the Engine

HSD of United Technologies W-0005-70 Bottoming Cycle 3-261

Corporation and United

Technologies Research

Center (UTRC)

I

Imperial College of Science E-0029-80 Combustion Chamber Shape 3-165

and Technology

Imperial College of Science E-0044-80 Fuel Efficiency 3-105

and Technology, Dept. of M.E.

Imperial College of Science E-0044-OP-79 Operating Performance 3-233

and Technology

Imperial College of Science E-0051-TC-76 Turbocharger 3-283

and Technology

Indian Institute of Technology, E-0014-IE-78 Intake/Exhaust System 3-201

Delhi, India

Indian Institute of Technology, E-0063-76 Fuel Efficiency 3-109

Delhi, India

4-8
E-0067-HT-64

E-00;0-74

E-0004-77

E-0015-IE-74

E-0022-IE-80

E-0035-TC-75

Heat Transfer

Fuel Efficiency

Fuel Efficiency

Intake/Exhaust System

Intake/Exhaust System

Turbocharger

P

i

Et

ORGANIZATION

I (Cont.)

Indian Institute of Technology,

Madras, India

International Harvester Truck

Group

International Harvester Truck

Group

J

John Deere

K

Kawasaki Heavy Industries

Komatsu, M.I.T.

Kyoto University

L

Lawrence Livermore Lab,

University of California

Lips, N.V., Drunen, Holland

Los Alamos/General Motors

Research Lab

Loughborough, University of

Technology of, England

M

MAN

MAN

Manchester, University of

Manchester, University of

Manchester, University of

Manchester, University of

ORGANIZATIONAL AUTHOR INDEX

ACCESS CODE MODEL CATEGORY

E-0014-IE-78 Intake/Exhaust System

H-0010-78 Highway Transport

H-0025-81 Highway Transport

E-0068-OP-77 Operating Performance

E-0053-IE-79 Intake/Exhaust System

E-0002-78 Emissions

E-0048-FI-71 Fuel Injection System

E-0009-78 Combustion Chamber Shape

M-0008-70 Marine Transport

E-0072-78 lombustion Chamber Shape

E-0014-IE-78 Intake/Exhaust System

PAGE

3-201

3-17

3-25

3-249

3-217

3-125

3-185

3-155

3-51

3-171

3-201

3-195

3-115

3-91

3-205

3-209

3-275

4 9

I 

LI 
ORGANIZATIONAL AUTHOR INDEX

ACCESS CODE MODEL CATEGORY PACE

E-0036-TC-81 Turbocharger 3-279

E-0036-81 Matching Intake/Exhaust 3-87

System to the Engine

E-0043-IE-80 Intake/Exhaust System 3-213

E-0062-OP-76 Operating Performance 3-245

E-0001-81 Emissions 3-119

E-0002-78 Emissions 3-125

H-0023-80 Highway Transport 3-29

M-0009-73 Marine Transport 3-53

W-0004-70 Bottoming Cycle 3-259

E-0039-FI-73 Fuel Injection System 3-179

E-0069-FI-82 Fuel Injection System 3-189

E••0059-OP-75 Operating Performance 3-239

E-0073-HT-83 Heat Transfer 3-197

L-0005-81 Rail Transport 3-63

M-0007-83 Marine Transport 3-49

E-0061-OP-74 Operating Performance 3-243

E-0008-71 Emissions 3-143

E-0023-HT-75 Heat Transfer 3-193

ORGANIZATION

M (Cont.)

Manchester, University of

Manchester, University of

Manchester, University of

Manchester, University of

Massachusetts Institute of

Technology (M.I.T.)

Massachusetts Institute of

Technology (M.I.T.), Komatsu

Massachusetts Institute of

Technology, Department of

Engineering

Massachusetts Institute of

Technology (M.I.T.)

Mechanical Technologies, Inc

(MTI)

Michigan, University of,

Ann Arbor

Minnesota, University of

Mirrlees Blackstone Ltd.

Mirrlees Blackstone Ltd.,

with Trent Polytechnic and

Cranfield Institute

MITRE Corporation, McLean,

Virginia

N

Newcastle Upon Tyne,

University of, England

Nippon Kokan

Northern Research and

Engineering Corporation

Norwegian Institute

of Technology

4-10

® 
ORGANIZATIONAL AUTHOR INDEX

ORGANIZATION ACCESS CODE MODEL CATEGORY PAGE

P

Pakistan State Oil Co., Ltd. E-0013-OP- 79 Operating Performance 3-229

PFR Engineering Systems M-0006-78 Marine Transport 3-47

Princeton University E-0010-77 Combustion Chamber Shape 3-159

R

Ruston Paxman Diesel Std. E-0055-IE- 74 Intake / Exhaust System 3-219

S

Santa Clara, University of, E-0014-IE- 78 Intake / Exhaust System 3-201

Santa Clara, California

Southern Paci`. ic Transportation L-0011-83 Rail Transport 3-75

Company

1

Sussex, University of E-0021-FI - 70 Fuel Injection System 3-177

T

f^

Thermo Electron Corporation W-0003-74 Bottoming Cycle 3-255

} Trent Polytechnic, with E-0073 -HT-83 Heat Transfer 3-197

Cranfield Institute and

Mirrlees Blackstone Ltd.

U

p

Ultrasystems, Inc. E-0006-74 Emissions 3-135

f Union College, EE/CS Department, L-0010-78 Rail Transport 3-71

Schenectady, New York

United Technologies Research H-0024-83 Highway Transport 3-31

Center

}

United Technologies Corporation, W-0005-70 Bottoming Cycle 3-261

HSD of, and United Technologies

c° Research Center (UTRC)

U.S. Coast Guard Headquarters, M-0001-68 Marine Transport 3-41

Office of Engineering, Icebreaker

Design Branch

U.S. Department of Transpor- E-0056-IE-79 Intake/Exhaust System 3-225

tation, Transportation Systems

U Center

4-11

t

PIS

® 
ORGANIZATIONAL AUTHOR INDEX

ACCESS CODE MODEL CATEGORY PAGE

U (Cont.)

U.S. Department of Transportation

U.S. Department of Transportation

U.S. Department of Transportation, Research and Special

Program Administration, Transportation Systems Center

U.S. Department of Transportation,Transportation Systems

Center

W

Wayne State University

Wisconsin, University of

Y

Y-ARD Ltd., Glasgow

H-0002-77 Highway Transport 3-5

H-0005-78 Highway Transport 3-13

H-0018-79 Highway Transport 3-27

L-0002-78 Rail Transport 3-55

E-0049-PI-75 tual Injection System 3-187

E-0032-69 Fuel Efficiency 3-101

M-0004-81 Marine Transport 3-45

4-12

V;