Designing Efficient Engines: Strategies Based on Thermodynamics

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1 Designing Efficient Engines: Strategies Based on Thermodynamics Jerald A. Caton Texas A&M University College Station, TX for CRC Advanced Fuel & Engine Workshop Hyatt Regency Baltimore Inner Harbor Baltimore, MD 25 February 2014

2 Designing Efficient Engines: Strategies Based on Thermodynamics INTRODUCTION AND BACKGROUND Insights from Thermodynamics DESCRIPTION OF THE CYCLE SIMULATION ENGINE AND OPERATING CONDITIONS RESULTS AND DISCUSSION Overall Results Efficiencies Parametric Results (extra) Thermodynamics Nitric i Oxide Results (extra) Exergy Destruction (extra) SUMMARY AND CONCLUSIONS

3 INTRODUCTION AND BACKGROUND -- Importance of Thermodynamics -- Often overlooked in discussions of engines Rich and long history related to engine developments An IC engine is not a heat engine: not limited by Carnot efficiency Combustion devices are subject to exergy destruction IC engine design for high efficiency can be guided by understanding the thermodynamics 3

4 INTRODUCTION AND BACKGROUND The importance of thermodynamics is demonstrated by comparing a conventional and high efficiency engine increases due to CR, lean operation and the use of EGR what is the contribution of each? What are the thermodynamic reasons for the increases of efficiency? Not all items will be obvious or measureable.

5 THERMODYNAMIC ENGINE CYCLE SIMULATION Features/Considerations: 1. One common pressure 2. Three gas temperatures 3. Three volumes and masses 4. Separate heat transfer 5

6 PROCEDURES FOR SOLUTIONS ORDINARY DIFFERENTIAL EQUATIONS NUMERICAL TECHNIQUES: EULERS INITIAL CONDITIONS: T 1, p 1, Residual Fraction BOUNDARY CONDITIONS: INLET & EXHAUST SPECIFY SUBMODEL PARAMETERS: - Thermodynamic properties (Heywood, 1988) - Heat transfer coefficient (Hohenberg, 1979; Chang et al., 2004) - Friction (Sandoval and Heywood, 2003) - Fuel mass rates - Flow rate parameters - Exergy and second law considerations - Nitric oxide kinetics (Dean and Bozzelli, 2000) - Other 6

7 SPECIFICATIONS FOR THE ENGINE PARAMETER VALUE Engine Automotive, V-8 Bore/Stroke 102/88 mm (4.0/3.5 in) Displacement 5.7 liter (350 in 3 ) bmep 900 kpa Engine speed 2000 rpm Combustion timing MBT Geometric compression ratio from 8:1 to 16:1 Valve arrangement OHV, 2 valves/cylinder 7

8 TWO ENGINE OPERATING CONDITIONS: CONVENTIONAL HIGH EFFICIENCY 8

9 Operating Conditions Parameter Conventional High bmep (kpa) Speed (rpm) CR 8 16 burn EGR (%) 0 45 p inlet (kpa) p exh (kpa) Timing MBT MBT 9

10 RESULTS Overall efficiency gains Comparison to experiments Contributions to efficiency increase Thermodynamic insights

11 DESCRIPTION OF CASES STRATEGY Add features in a sequential fashion CASE DESCRIPTION 1 CR = 8; b = 60 o ; φ= 1.0; EGR = 0% 2 CR = 16; b = 60 o ; φ= 1.0; EGR = 0% 3 CR = 16; b = 30 o ; φ= 1.0; EGR = 0% 4 CR = 16; b = 30 o ; φ= 0.7; EGR = 0% 5 CR = 16; b = 30 o ; φ= 0.7; EGR = 45%

12 Overall (1/5) 60 bmep = 900 kpa 2000 rpm Pumping Losses 55 MBT Timing Base In ndicated and Brake Effic ciency (%) Net Indicated BASE Gross Indicated Brake CR = 16 b = 30 o Mechanical Friction = 0.7 EGR = 45 5% Case

13 Overall (2/5) In ndicated and Brake Effic ciency (%) 60 bmep = 900 kpa 2000 rpm 55 MBT Timing i Gross Indicated Net Indicated Brake BASE CR = 16 b = 30 o Pumping Losses Mechanical Friction = 0.7 EGR = 45 5% Base Increase CR to Case

14 Overall (3/5) 60 d Brake Effic ciency (%) bmep = 900 kpa 2000 rpm 55 MBT Timing i Net Indicated Gross Indicated Brake Pumping Losses Mechanical Friction Base Increase CR to 16 Short Burn Duration I ndicated an BASE CR = 16 b = 30 o = 0.7 EGR = 45 5% Case

15 Overall (4/5) ndicated and Brake Effic ciency (%) I 60 bmep = 900 kpa 2000 rpm Pumping Losses 55 MBT Timing Gross Indicated Net Indicated Brake BASE CR = 16 b = 30 o Mechanical Base Increase CR to 16 Short Burn Duration Friction Lean Mixture = 0.7 EGR = 45 5% Case

16 Overall (5/5) ciency (%) d Brake Effi Indicated an I 60 bmep = 900 kpa 2000 rpm 55 MBT Timing Gross Indicated Net Indicated Brake BASE CR = 16 b = 30 o Pumping Losses Mechanical Friction Base Increase CR to 16 Short Burn Duration Friction Lean Mixture = 0.7 EGR = 45 5% Add 45% EGR Case

17 Overall In ndicated and Brake Effic ciency (%) 60 bmep = 900 kpa 2000 rpm 55 MBT Timing i Net Indicated BASE Gross Indicated CR = 16 Brake b = 30 o Pumping Losses Mechanical Increase of indicated efficiencies: 37% to 53.9% (x 1.46) Friction 16.9% increase = 0.7 = 16.9% EGR = 45 5% Case Highest improvements from CR, lean and EGR Dilute operation requires higher inlet pressures Brake values somewhat mitigated by increases of friction

18 Comparison to Experimental Results

19 Table 5. Comparisons to Results from [22] ITEM REFERENCE THIS WORK (Kokjohn et al. [22]) (High Eff Case) Bore/Stroke (mm) 137/ /88 Fuels Gasoline/Diesel Isooctane Inlet Pressure (kpa) Geometric CR EGR (%) Equivalence Ratio Speed (rpm) RESULTS: IMEP (kpa) NET Net Ind (%) Peak Pressure (MPa) Nitric Oxide (g/kw-h)

20 Effect of Individual Engine Parameters (extra)

21 Thermodynamic Reasons for Increases

22 Energy Comparison EN NERGY (% %) 100 bmep = 900 kpa 2000 rpm Unused Fuel (0.7%) Net Transfer Out Due Gains in to Flows efficiency only partly due to reduced heat (5.0%) losses the rest Heat Transfer is largely a = 16.9% result of the increases of CR Total and??? 80 (46.7%) (40.5%) (15.6%) 20 (37.0%) Indicated d (53.9%) Work 0 Conventional 1 High 2 i

23 Heat Transfer Reductions 7 iency (%, ab bs) ase of Effic Abs solute Incre ht tm = rpm bmep = 900 kpa MBT Timing, CR = 16 Convers rsion = 0.32 Decreasing htm Only a portion of the heat transfer reductions are converted to work For these conditions, a 10.6% reduction of heat losses increases the indicated thermal efficiency by 3.4% (abs) For different conditions, the factor of improvement changes but is of the same order Absolute Reduction of RHT (%, abs)

24 Contributions to Gains Feature Incremental Gain of Relative Gain (%) Indicated (%) Compression Ratio Increase Shorter Burn Duration Reduced Heat Transfer ??? (by difference) Total 16.9% 100%

25 ma (expans sion stroke) Av verage Gam Ratio of Specific Heats bmep = 900 kpa 2000 rpm Increased ratio of MBT Timing )specific )4th 4 Sequence heats important for conversion of 5 thermal energy to work High CR 3 2 Short BD 4 Leaner High Small increases yield EGR large benefits From simple Otto cycle, may show that a 5% increase of gamma results in about a 20% relative increase of efficiency (e.g., 30% to 36%) Net Indicated (%)

26 Contributions to Gains Feature Incremental Gain of Relative Gain (%) Indicated (%) Compression Ratio Increase Shorter Burn Duration Reduced Heat Transfer Ratio of Specific Heats Increase Total 16.9% 100%

27 SUMMARY/CONCLUSIONS Completed a thermodynamic assessment of the parametric changes for increased efficiency The most important features are increased compression ratio, lean operation and EGR Reasons for the gains are CR advantage, reduced heat losses and the increased ratio of specific heats The role of increased ratio of specific heats is important and can account for 30% or more of the gains Reducing heat losses even further can provide additional gains and is thermodynamically favorable 27

28 28

29 Extra Information 29

30 Brief Discussion of Exergy

31 Energy and Exergy ENERGY OR EXE ERGY (%) Conventional Unused Destruction bmep = 900 kpa Fuel due to 2000 rpm (0.7%) Inlet Mixing 100 = 1.0 (0.9%) (20.4%) 80 (46.7%) Combustion Net Transfer Destroyed Out Due 60 to Flows (28.9%) (15.6%) Heat 40 Transfer (13.0%) 20 (37.0%) Total Indicated (36.2%) Work These results demonstrate the differences between energy and exergy quantities 0 Energy 1 Exergy 2

32 Exergy Comparison EX XERGY (%) bmep = 900 kpa Unused 2000 rpm Fuel (0.7%) (20.4%) Combustion Destroyed Net Transfer Out Due (28.9%) to Flows (13.0%) Heat Transfer Total (36.2%) Indicated Work Destruction due to Inlet Mixing (0.7%) (24.0%) (17.9%) (3.8%) (52.9%) For high efficiency engine, destruction of exergy increases but trade-offs are favorable for increased thermal efficiencies 0 Conventional 1 High 2

33 Exergy Destruction Increases of exergy destruction ti largely l due to dilution which results in bmep = 900 kpa 2000 rpm MBT Timing 4 th Sequence lower combustion temperatures Exergy Dest truction Dur ing Combus stion (% fuel exer rgy) BA ASE C R = 16 b E = b 30o = 0.7 GR = 45% Case

34 Brief Discussion of Emissions

35 CO 2 and NO Values CO 2 (arbitrary units) % reduction Conventional Case High 15 Carbon Dioxide Estimates O (g/kw-hr) 10 ~100% reduction N 5 0 Conventional Case High Nitric Oxide Estimates

36 Effect of Engine Parameters

37 Equivalence Ratio al Efficienc cy (%) Therm 56 Net Indicated High 50 Case Brake bmep = 900 kpa EGR = 45%, b = 30 o rpm, cr = 16 MBT Timing Equivalence Ratio Lean operation provides efficiency gains Gains are largely a result of reduced heat losses and higher gamma values Requires higher inlet pressures Brake values subject to higher friction Friction increases largely due to piston/rings/cylinder friction

38 Exhaust Gas Recirculation 56 Therm mal Efficienc cy (%) bmep = 900 kpa = 0.7, b = 30 o 2000 rpm, cr = 16 MBT Timing Brake Net Indicated High Case EGR provides efficiency gains Gains are largely a result of reduced heat losses and higher gamma values Requires higher inlet pressures Brake values subject to higher friction Friction increases largely due to piston/rings/cylinder friction EGR (%)

39 Compression Ratio 60 Therm mal Efficienc cy (%) bmep = 900 kpa = 0.7, b = 30 o 2000 rpm, EGR = 45% MBT Timing Net Indicated Brake High Case Increased CR is a significant factor A consequence of the mechanical advantage and the greater expansion ratio Due to high dilution, spark knock not expected to be an issue Compression Ratio

40 Burn Duration Therm mal Efficien ncy (%) Net Indicated High Case Brake bmep = 900 kpa = 0.7, EGR = 45% 2000 rpm, cr = 16 MBT Timing Decreasing burn duration has a modest impact The improvement diminishes for shorter durations The difference between 60 and 30 burn duration is about a factor of 3.5 higher pressure rise rate b ( o CA)

41 56 Combustion Timing bmep = 900 kpa = 0.7, b = 30 o 2000 rpm, cr = 16 Net Indicated All previous results for MBT timing 53 cy (%) Therm mal Efficien High Case Brake Retard Relative Combustion Timing ( o CA)

42 Table 3. Conventional Engine Item Value How Obtained Used bmep = 900 kpa, CR = 8, EGR = 0%, MBT timing Equivalence Ratio 1.0 input Engine Speed (rpm) 2000 input Mech Frictional mep (kpa) 81.3 from algorithm [19] Inlet Pressure (kpa) 92.1 input Exhaust Pressure (kpa) input Start of Combustion ( btdc) 26.0 determined d for MBT Combustion Duration ( CA) 60 input Cylinder Wall Temp (K) 450 input Heat transfer correlation Hohenberg [20] Gross Ind thermal eff (%) output Net Ind thermal eff (%) output Brake thermal eff (%) output Exergy destruction comb (%) output Max press rise rate (kpa/ca) 152 output

43 Table 4. High Engine Item Value How Obtained Used bmep = 900 kpa, CR = 16, EGR = 45%, MBT timing Equivalence Ratio 0.7 input Engine Speed (rpm) 2000 input Mech Frictional mep (kpa) from algorithm [19] Inlet Pressure (kpa) input Exhaust Pressure (kpa) input Start of Combustion ( btdc) 13.5 determined for MBT Combustion Duration ( CA) 30 input Cylinder Wall Temp (K) 450 input Heat transfer correlation Chang et al. [21] Gross Ind thermal eff (%) output Net Ind thermal eff (%) output Brake thermal eff (%) output Exergy destruction comb (%) output Max press rise rate (kpa/ca) 536 output

44 Heat Transfer Reductions Actual/Base 1.2 Net Ind Eff 1.0 CR = 16, b = 30 o CR = 8, b = 60 o htm bmep = 900 kpa 2000 rpm MBT Timing Relative Heat Transfer (compared to base) Base Case Only a portion of the heat transfer reductions are converted to work For these conditions, a 50% reduction of heat losses increases the indicated thermal efficiency by a factor of about 1.05 For different conditions, the factor of improvement changes but is of the same order

45 45

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