1999-01-0187 Calculation of Heat Release in Direct Injection Diesel Engines Conyigrt © 1250 Sasety of Aaemetve Engiowe ne ABSTRACT ‘Accurate heat release analysis of eyinder pressure data ‘fe @ power tool Used in the development of clesal engines. However, ,sigriticart erors in the calculated hhoat reloase valueé can occur cue t6 shortcomings in both the experimental measurements and in the heat oloase model ane this can preduce misleading results. ‘his paper shows the effect of such common errors on the caleulated gross heat release data oblaned woen analysing simulated and experimental citec\ injection die- ‘so ongina procure clagrams using a Yactonal cinglo zone Fst Law heat release model. The work reveals that ‘the greatest uncertainty in most cases wil be caused by ‘assuming the wong rate of heat tansfor between the cy incer charge anc combustion chamber walls To over- ‘come ths linitaton, an alternative hea! release mode! is Proposed and shown to give very good roculé ovor a ‘wide range of operating conditions. This heat release ‘edol, which uses a variabe polytrepic index to cater for the heat tiansier, i best suted for Giesel engine peror- ‘maneo and doveiepment appleations where corsietont iesel engine heat please data are reauired BACKGROUND ‘Tharmodynamic anaysis of measured cylinder pressure data isa very eowartul tool used ‘or quantiying combus tion parameters!"@| There are tno main approaches Which are elton reforted to as “turn rato anaiyac” and heal relcase analysis”. Burn rate analyss 1s mainy used for dotormining burn angloe in gasolire onginos anc is Used to obtain te mass traction turned wich fs 2 aotr ‘ised quartiy with a scale of Do 1. Heat release analy ‘isis most commonly used for diesel engine combustion stuciae and produose absolute snorgy with unite of Joules oF Joulesidegiee. The rate of heal release is a ‘ory important paramoter since thie hac a voryeigniicant infience on combustion noise, pressure rise rate and NOx emission9, The cumulative (er integral heat reloase Ccharactetistic © equally important nce this i indicative ‘of the combustion charactorstes and tho value at the 161 Michael F. J. Brunt ‘Anglia Polytechnic Univeraty Kieron C. Platts Ford Mote Co, Lis. fond of combustion can be used to quantify combuston etinency ‘A number of technicel papers have stucied the main sources cf errors aesocstoc win neat release calcula: tions. The most Significant sources of heat release errors have boan shown to be duo to bath cylndor pressure ‘measutemient errors. caused by incorect phasing, abso- lute pressure ro'erencing otfsat and noe, and nest release modal errors, due to deficiencies in modeling spatial variatens, ges properties and charge to wall neat ttanster, In addiion To such errors producing incorrect ‘Aumercal value for the neat release quartites, misleac- ing and nowprysical heat release characteristics can ‘also rasult, such as the occurrence of negatve nest release rates during the post-combuston period. Hest ‘release anayele ie alco krown to be much mare sanciive to e1rors compared to burn cakculations because the nor ‘malisng process has tho ofiect of reducing the impact ct calculation errors Its important to emphasise that the accuracy roquired ‘tom the heat release analysis will dapend on the appiica- tion. In the caso of thermedynamic measurements con- cuckes ina research leboratory kr example, where pethaps a detaled enerey balance is being attempted, ‘uremely high accuracy will be sought and high prec ‘sion pressure meaeurements nil bo undertaken. In od tion, 2 great deal of time mould be taken 19 make sure thal the pressure cata is precisely phased and reter- ‘enced, optimum noise reduction techniques wouls be ‘applied and exact values specifed ‘or air to fuel rato (AFR), exraust gas recitation (EGR), stato! injection (SO), inlat charge temperature and ectmetod end of ‘combuston (EEOC). In the case of more routine engine development applica: tions on the othor hand, where perhaps huncrede of test measurements are made eech and every day, larger preseure meacutements errors Wil wn 10 be present ‘and it may be impractical to tae into account testo test Vatiaone in the AFR, EGR ane inlet charge temperature in the data analysis. The emphasis will therefore be on Ling a heat roloase analysis methodology wrich is botnrobust, thereby giving consistent and repeatable values, ‘and is numonealy offciort. thus minimising processing lire and giving realtime calculation capability ‘hie paper is drocted at tho lattor application whore the requirement is & conssteney of the heat release calcu lations when using a fxed setup to effciently process large quanttes of “eal” pressure data ftom a variety of engines. The main objectves of this poper are to first famine and quant the main sources of errors in gross heat release calculations, to then expire the merits of Using an altornatve neat release model anc finally 10 compare the results obtained when using alternative heat release models for analysing experimental cect injection (0) diesel engine eytnder pressure data, ‘TRADITIONAL FIRST LAW (TFL) HEAT RELEASE MODEL ‘THE HEAT RELEASE MODEL—Tho purpoce of the seetion Isto evaluate the accuracy ofa vactional single zone Fit Law (TFL) hoat release model ano dtormine ite sensitivity te assumplions and typical measurement ferrors. Such medois aro common and have boen aserived elsewnaral® singia-rone-models are not- mally employed in preference to the otortily more accurate mult-zone (wo oF move zone) modes since they are lose complex, numericaly more offciort and usually yleld results of simlar accuracy The singla-zane medels do not inclice spatial variations and hence ‘assume urilorm charge temperature and compostton, this meane for example that the single-zon0 mado! poak Cchaige temperature is much loner than the actual peak burned gas temperature. Terms for work chemical ‘eneigy changes (heat release) and changes in sensibie internal energy are elways inctuded but addtional terms may also be incorporated far cylin charge io wall heat transler, crevice volumes, blowty, fuel enthalpy and in ‘eytndo’ fuel injection mass. Previous work has shown ‘that, wth the exception of charge to wall heat teansier. these addtional effects ave usually small tx production {engines and ean be neglected with minimal los ot accu ry, “The charge to wall heat transfer is also often jgnored for sinpisty and tho heat rolaco thus dotormined is refecred to as “net” heat release. When heat transfer Glocts ara included the noatreloace orgy calculates ic escrbed as “gross heat release. Net heat release val es ae Typicaly 75% lower than those obtaned on a ‘tess heal release basis?" The traditional single-zone First Law equation used in WV + —Vedp+dOu (0) [Pv der dOe were Ory isthe oross heat release, 7s the mean ratio. of specitc hea's (gamma pis the cyincer pressure, Vie the cylinder volume end Gy isthe wall heat transi. 182 Gamma varies with charge temperature and composiion ard ic known to nave a very eignticant effct on tha cal- culated heat release energy. Idealy. gamma would be Vared with fuel spacitcatin, a to tue rato (AFR), ‘exhaust gas resiculation (EGA), charge pressure and Charge torporature but for general purpoce applications ‘gemma is usually made a function of temperature onl For the analysis of simulated cata In ths section, an approximate relationship was used for gamma which was ‘based on a previous"! gasolina engine correlation win 2 small ofset appied to accommodate the leaner mi: tures Used in diesel anginas. Tis equation was: Y= 138-60"10" *T +197 10%" @ \ahere Tis the temperature in K. Values for gamma trom this equation are 1.2 and 1.27 at temperatutes of '000K and 200K respectively Ih shoul bbe noted that whilst equation (2) should gwe gamma val- ‘es within Gtca += 0.02 ofthe corracs valu for diesel el Lrder all operating conditions when tho contest tomer wie is uses, further errs may be incurted due to inac- ccracies in estimating the charge temperature. ‘Tho abova oquations have been used to give the incre ‘mental gross heat release eneigy over a given cam angle terval. The cumulative gioss neat release is ‘obtained by summing the incremental energies over the combustor eried. Crovieo volumes, bow-by and in- vider fuel injecton affects ave not catered for with ‘oquation (1) ara will not be considered turer in his paper. Apendix A gives further information on the First Law equation derivation, nomenciature used and tne Implcit assumptions made ‘The heat release resus shown in this paper were caleu- lated using LUCID2 post-processing combustion analysis software. The LUCID2 sofware contains algorithms for Calculation of IMEP, paak cycle pressure, pressure ise rale burn angles, heat release, charge temperature, est: ‘mated and. of combustion (EEOC), polyropic Indexes, nisfres ard 50 on and includes statistical analysis ofthe Individual cycle data Chaige to wall heat ranster Is accommodated using the well known Woschni"® heat ttanster equaton whist charge temperature is astimated from the measured cylinder pressure data by frst assur Ing a charge temperature at a spectice location in the tergine cycle and then applying the perfect gas equation. ‘Absolute pressure reforancing 1s caried cut using the poljtopic index referencing method!" CYLINDER PRESSURE DATA ~The evaluation work. ‘eseribes in tis paper was carriad out using botn sim lated anc experimental pressure deta, simulated data forly baing used In the fst part of the paper whist the ‘experimental meseurements are described later. Smu- lated cylinder preseure oata has the acvantage Oat (1s ‘known fo be free from common measurement errors and provides a source of hat olaase data for comparing the heat release model results againstThe simulated pressure data were produced by a two- zone thetmedynamic engine made! ENGSIM'! wnich includes for varieble specific heats, muliple chemical species, cissocaioN, wall nest Yantior and varable combuston chamber geomet Appencix B oives further etais of the simulation program, the assumed engine specication and the two engine operating condtons ‘Simulated. Aso shoan in Apendi:B are tha simulated cvlinder pressure curves for thase two deta cases. Both Slnulatog vest cases are for urnocrarged ares mjecton ciosel engines operating at 3000 ram with case 1 having ‘peak cylinder pressure ard gross INEP of 80 bar 2nd 412.7 bar respectively and case 2 having contesponding alee of 131 bar and 187 bar rospoctvely Case 218 tharotore representative of a very high load conditon whist case 1s a macium % hgh load cretion. Bath eases Celberately have a relatively large, pre-mxed ‘energy characteristic so tet eifacs onthe heal release ‘curves can mare reed be soen. EVALUATION OF ERRORS USING A TRADITIONAL FIRST LAW HEAT RELEASE MODEL THE EFFECT OF HEAT TRANSFER - Figure 1 shows the effost on the calculated cumulative oat release energy of varying the charge to wall haat wansfer coe ciont for tho oage of simulated date case 2. Tho muttilior for the Woschni haat transfer equation (a mutiier of Unity ie ae per the Wosehni"#! papon wae vaned rom 0.0, {2ciabatc oF 'net) through 3.9 (3 times the Voss coe ficient). Also shown in Figure 1 is tho cumulatve tvel ‘energy oulpul by the ENGSIM engine simuton program which produced the cylinder prossure data. Tho results show tha the assumed rate of heat ansier doas have a very signticant affect, both on the hago of the heat Telease curve ard on the maximum heat release energy (ard hence on tho inierrad. compustion eficency, Neplecting o underestimating the heal ranster causes a low value to be produced for tho maximum cumulative heat release and a negative siope jo the heal release ‘curve Curing post comouston expansion, Figute 2 shons the equivaien! plot to Figure 1 tut this, time in orme of the rato of hoat relocse (oxprossec in tarms of Jidag). This raveals a Simlar Stuaton to that for ‘he cumulative heat roteaso curvo in that noglacting or Uundarestinating the heal tanster produces low values for the heat elease ‘ate. n ecdiion, negative hea! release rales are produced for te post-combustion expansion Phase and aso for tho potiog prior fo the start of combs: tion Figutes 1 and 2 both reveal bost agreement botween the simulated and heat release model heat relzese energies when a mulipler ef eitea 2 is applied to the Woschni equation. This does not imply that the Woschr¥ equation ‘tcf igal taut since the heal rarsfor rate in the ENGSIM. mulation mode! could be varied (actually caculated with 163 the Annand!"*) equation using a convective multipier of 0.48), the simulated noat wanstor areas wore not fly representative of a desel engine and the fact that the hat roloace model used single-zane approacn which does not give reakstic flame temperatures, In addon, ferore in gamma wit algo avfox the heat reloase and hence give the appearance of an incorrect heat tianster Etfoct ofthe assumed heat wanstercoeficien! Cn the calculated cumulative heat release Using Fist Law ecuation with Wosciri corralation and emulated cylinder prossuro ata Figure 2. Effect of the assumed heat transter coeticient fon the calculated heat release rate using First Law equation win Woschni correlation and simulates cylinder pressure cata The important point © note from Figures 1 and 2 is that hhoat Yanctor does have 2 very significant etlect on the calculated heat release curves. Neglecting heat transter {QNeE errors of the order at 15% and the wrong shape for the curves, which is undosiatle. Overestimating the heat iranetor wil gue excessive marimum cumuiatve Neat reloace energy (and hence the appearence af combue- tion offciencias of over 100%) ard the appearance of ‘combustion continuing after combustion realy has been ‘completed‘THE EFFECT OF GAMMA Figure 3 shoves the effct of \eration inthe assurned vaue cf gamma on the cumula- tive heat release using the seme simulated pressure cota 2 betore. The Woschni heat tansier mukplier was sett Unity for this plo. in this case, gamma is varied by +-0.04 roalve to the "base gamma” cakulated trom equation {2}. The results show that increasing gamma has tho fleet of reducing the calculated haat velaase, as night bbe expected from inepection of equation (1) since the frst ‘wo terms are both civded by (gammat). The +0.08 and 0.04 oifgets in gamma, which aro vory largo compared to expected vations caused by AFR, EGR, etc. pro- duced errors of orca -7% and +8% respectively in the ‘maximum cumulative heat ratease In addition, Gamma also aifects the slope ofthe hest release curve afer tho ‘completion of combustion, alow vate of gamma giving the appearance of Tnogativa” combustion. Figure 2, Effect ofthe asaumed ato of specitis heats (gamma) on the calculated cumulative heat ‘oleaso using First Law oquation with Woschn’ heat iansfer coreation and simulated cylinder prossure data Figuro 4 shows the neat roloase rat pletcocresponcing ‘0 the same conditions as Figure 3. This confirms that Using the correct value of gamma is indced important, the -004 charge in gamma increasing the peak rate of heat release by ea 15% but also giving a more noga- tive rate of hea release diring the expansion phase. ‘THE EFFECT OF CRANK ANGLE PHASING ~ Figure 5 shows the effet of varying the crank angle phasing by + 1.0 degrees about the correct value. Ths plot reveals a very high censtnity to phasing orrore and shows errors in the maximum cumuistve heat retease of citca +87! agree. Adding 1.0 dogroo to the assumed TDC positon increases the cumulative heal release end causes the hea! release curve to be nagatve during post. combustion exoarsion Figure 6 is the hoat reloaco rato plat corrosponding to Figure 5. Ths shows that phasing errors cause large 168 errors cise to TOG, as would be expected, and give the appearance of a high ate (postive oF negative) prior 10 the start of combustion. The poak rate of heat release Increased by crea 15% by the 1.0 cegiee acvance in phasing Figure 4. Etfoctof the assumed rato of spectic heats (Gamma) on the calculated heat release rate Using Fist Lan equation with Woschni heat ‘wansler correlation and simulated cylinder pressure cata Figure 5. Eifect of crank angle phase error on the caloulatod curative heat raloaco using Fst Law equation with Woschni neat transfer correlation and simulates cyincer pressure ala This level of exror caused by incorrect crark angle phas- Ing is smiley to that ineuted for IMEP"® ang ompna- es the importance of accurate seting of the crank Angle encocer systom in giocol engne measurements. Lom values for both IMEP and maximum cumulative heat release would suggest the assumed TDC being phased tog early. Gasoline engines. with ower comoression ratio, appear to have about hat the sensiivey"’) to suchElect of crank angle phase aror on the calculated nest reloaze rato using First Law ‘equation with Woschri heat transfer ‘correlation and cimultos evinser preseure data Figues SUMMARY OF ERROR SENSITIVITY USING THE ‘TRADITIONAL FIAST LAW HEAT RELEASE EQUATION — The brief anaysis above has shown thatthe calculated cumulative haat reloaco and hea! release rates ero very sensitive o the assumed rate of hea! transer, the valve of gamma used and crank angle phasing accuracy. Cthor lerors, such as absolute pressure relerencing (pressure egging”) ero's In the spectiee compassion rato and pressure system measurement system sensitvity errors ‘wl algo havo soma ofiect on tno accuracy of Mo Noat release calculations but these shoul’ be relatively small ‘nore goos pressure measurement procedures ar fol loved. The TDC phasing should normally be sett within #-0.2 degrene for nigh accuracy IMEP measurement and this source of error should be then be minimised. Heat roeace orrors caused by varatons in AFR ang EGR c’fiecting gamma wil clearly produce exrors of perhaps + 42% although on average the errors should be relatvely small using an appropriate equation for gamma “The largoc error inthe calouated heat felease energy in practice is most lkely to be incurred by ignering the {charge to wal hea! vansier Small erroes would result fiom assuring "ypcal” heat transfer rales although such forrore would probably stil dominate in most casos. Net heal release values are vary olten used in prelerence to fg7oee neat release values, despite the errors which have. ‘been demonstrated, because tis recuces the amount of ‘computation and avoid the reed for heal tans param tors to be spectied, POLYTROPIC INDEX FIRST LAW (PIFL) HEAT RELEASE MODEL Previous woth!) applied to gasoline engine heat release snails has shown that a mociiae First Law equation ‘can be used to calculate the oross heat release enoray ‘wmeh doas not signiicanty increase the computational load. Ths approach involves using the poltopic index to 16s ‘approximately include fo the charge te wal heat transfer ‘and nil be reverras ton ts pager ae tne "Polyiroplc Index First Lan" PIFL heat release model ‘The PIFL heat release equation forthe incromontal hect lease, AQy,<, between two crank angie positions (1 ‘and 2) in tho ongine eyco ie A roof) where V and p refer tothe oyinder volume and pressure ‘respectively whist n ane. 7 refer to the polwvopic indax {and rato of specific heats, “Tho mean gamma term ¢ assumoc to be indopendont ot the palyropic inex and would stl be based on the tem oraturo correlation as used with tha tractonal Fest Law equation. Append C provides a full dervation of this, fequation ineluaing nemerciature and descroten of assumptions “The incremental energies thus calovated are then ‘summed in the usual way to obtain the cumulative gross. heat release. It heat ransier © ignored by replacing the ovtiopic index, n by the rato of spectic hee, », 1s y to snow that tie equation producoe simat oeute to the vaditional Fst Law equation used eelier with the heat taster tam cote 2070, The main ovantago ofthis equation is that charge 10 wall heat transfer can be approximately inclused forin the polyopic index torm. To bbe most accurate te polviopic index term needs to be vatiod continuously curing the heat roleaso calculations, previous work'™” ‘showing that significant extors were Inoured Under carta somenhat oxtromo conditons where the index mas not varied. A further potential ‘advarkago & that tho implied heat trancer can be auto- matically adjusted via the experimertally determined poytrope indexes for engine to engine variatone in the heat uanslercoetficient Figute 7 shows haw the polytrepic index, calculated trom sinustes pressure-volume cata at 40°ATOC, typical vatioe with ongine spoed and ascumed hoat transfor Ccovifciant In ths case, the engine Simulation was set such thet combustion was completod closo to TDC and hence well before the point at which the polrope index ‘was calouated. Polytropie indo was calculated ‘rom pressure (p) and volume (V) data over a crank angle rango (1 te 2) using equation (4) 80n22 V2 ° Te inp.) nv V9, Figute 7 shows thatthe calculated polyvopic inex forthe postcombuetion data varios mith heat Yanefor rate, an increasing value for the expansion index corespondng te increasing hoal vancrer. A similar station exists for the compression index except that the polytiopic index reduces wih mereasing heat traretor cut of tho combus ton chamber “Figura 7. Typical variation in exparsion palytropic index (at 40:ATDC} with engine epeod and hoat twanster cosfcient, calculated using simulated ose! engine prossuro data “The compression and expancion poliropic indexes can only be calculated immediately belore ard after the com- ‘bustin phase of the engine cyclo, Burn rato models usod in gasoline engine analysis do not normally vary the indoxas. during combustion and use tho comprossion index up to TDC and the expansion index after TDC. This ‘approach has been shown to work wel for normalsed burn curves and geneialy produces good results with freee heal eiease, HoNever, the use of TIKES Bolytople Indexes carno! give the cortect neat ranster charecteris- tie prior to TOC ang immocately attor TDC and somo means of varying the polytope index with crank angle is Cloary desirabie coneistent neat release data are to bo produced “The polytropic indox for non fred conditons reduces dur ing compression prior io TDC. gong negative ai TDC. On tho oxpancionetroko, tho potropicindox is high at TOC ‘and reduces rapidly Curing the 10x immediatly folowing TDC. A decominaty i ho charactorste thoreiore cours at TDC due tothe change In sign of he cylinder wlume ratio. This charactorisi, when normatéod, is rolatvely independent ofthe operating corcitions although & does vary somanhat with comprcesion rao. Hence, tis clear that the poytropc indexes, calculated belore and alter combustion, can be varied during the combustion perod according to the rormalsad crarec- twreticto obtain a more reali hoat tancier protic. Fc. Ure 8 shows the correction faeter used for Unis work, this being cbtained by normalising the polytropic indox oblained from the simulaton program (with 2 compres sion ratio of 19.0") for no-combustion, elevtos tempera ture condiions and at 1.0 degiee resolution. The correction factor varies from unity maily over tho tango ‘TDC +-10° and deviates from unity by cca +-1 3 at TOC. Tho correction factor is. not symmotic about TOC because it also includes for changes in gamma, Unity correction fate ie accumed auts.6e of TOC +. 50° Figute 8. Assumed polytropic index conection factor, ‘caloulated fom simulated diesel engine Conditions, used forthe PIFL heat release made! ‘The method used to calculate gross neat release using the PIFL heat release model therefore is as folons: 1. dotermine the estimated end of combustion (EEOC) 2. caloulate the compression and expansion poltropic Indexes 3. camry out heat release caleulztons up to TOC using the compression index (fom 2 above) mutiplioc by ‘the cortection actor or that crank angio 4, continuo with tho heat roloase calculations after TDC Using the expansion Index (rom 2 above) muliplieg by tho correction factor for that crank angio Append C provides further dotals of the caleulaton of EEOC and the poltronic indoxes. Figutc 9 shows the inforrad heat tanstor usng tho PIFL heat release model and simulated onder pressure dala ‘The heat tansier ig inforted trom the diference in the heat release calculated by using both gamma (eciabetic) and n for te exponent in equation (3), Without tho poy topic index correcton bsing applied. the iniered heat ‘ranstot pror to TOC is negate [wt it should be pos. live) ard zero at TDG {since no change in volume}, there= fatter reing tapicly 12 the expected vaue. Witn ta Correction factor apaliad, the inferred heat transier prior te TOC ig much more realstic and ony a small ifarence ‘occurs after 20°ATDC. Clearly, the heat transfer charec: teste witn the poyopic Index multiple’ Is uch more tealstic than when using constart poiyropic indexes and this approach has been used for ie PIFL neat release mode! in the remainder ofthis paper. Figute 10 shows the inferred heat taneler using tho PIFL heat release model (wit polyropic index. mutipfer) aganst the hoat transier given by the Wioschni heat lransfer equation ‘or the two simulated pressure data ‘cases. The PIFL model neat transier rate is typicaly ‘wice that for the Woschni heat transfer equation with unt mutiplir although the proto is similar Comparisonbetween the PIFL and twice the Woschni equation heat teancter as seemed to be appropriate ear in Figures. 4 and 2) for simulated data case 2 shows thatthe later procicis eighty higher values jus ator TOC and slightly Toner values during the late’ expansion process. The absolute dterences are relatively small compared to the heat release rale oo the evrors associated with ignoring peat ranstor attogatior Figure 9. Effect ot polytropc incex correction factor on the infored heat aster rate using the PIFL. rmocel and simulstac cylncer pressure cata Figure 10. Comparcan of te Woschni corroation and polvtiopc index Fist Law inferred eat {eanetot rate for two casae oF simulated oylinder pressure data EVALUATION OF ERRORS USING THE PIFL HEAT RELEASE MODEL THE EFFECT OF GAMMA ~Figute 11 and 12 shows the fetoct of varying gamma compared to that calculated using equation (2) by a relatively large amount of ~0.04 ‘This same comparisen was cone earter forthe traaticnal First Law equation (Figures 8 and 4) but a comparison Derwaen the two sets of graphs shows two main cfter- fences. First, garnma for the PIFL model acts purely as a ‘scaling factor (a8 shown by equation (3)) and incorect yates do not chance the siope of the heat release ‘cues beter octet combustion. Second, the sensiity 16 to gamma in terms ofthe change in the magnitude ofthe heat release curves 1s granter for PIFL, being approe- matoly +15% and +129 fr the -0.04 and 40.04 gamma feats respectvely. Sa sees “1 Figure 11. ttect of assumed gamma onthe calculated ‘cumulative neat release using the PIFL model ‘and simulatos cylinder pressure cata ‘These e1rors ere simply due to the (gamma-t) term wich means that the effect on the caloualed heat feloase increases as gamma Is made smalior, The TFL heat release model, equation (1), i less sensitive because tha pc term is aso mulled by gamma This suggests that gamma noeds to be accurate to within ABOU 4-001, which is probably just about achievable ‘ven the variation of gamma with AFR and EGR. fi might also be possblo to Improve on the accuracy further by ‘applying a small tise to gamma as a function of engine lee (a5 determined trom he pressure data and INEP Figute 12. Etact of assumed gamma on the calulated heat release rate using the PIFL hat release revel and simulated cylinder pressure data THE EFFECT OF POLYTROPIC INDEX - Tho polytopic indexiscalauated from the prescure data bu is soritve to evrors in the pressure dala. Typical pressure data ‘errs include signal nose, absolute prossuro retorancing frrors, ont and thermal shock. Figures 13 anc 14 show the effect of +-02 offsets in the csloulated expancionpoljtropicindox. An increased expansion index isin line lth increased heat rarstor and tetetore increased heat release. The graghs show that the expansion index of- e815 of 40.02 produce clrea +-3% erro: In the Neat release and a small change in the post combustion heat roieaso siopes, a Bananite Figure 13. tft of variation in the expansion inex on the calculated cumulatve heat release using the PIFL made! and simulated cytnder pressure data| ‘A change in the compression index (not shown) would have a much smallar effect on the cumulative heat raleaso energy bute similar etfoct on tho pro-coméuston heat retease fale. Tha elect however woul be of opp0- site sign since an increased compression index isin ine wih a radueed rate of neat wanster Figure 14. fac of variation inthe expansion index on the calculated heat rleaso rate using the PIFL ‘model and simulated cylinder pressure data COMPARISON WITH SIMULATION MODEL HEAT RELEASE DATA - Figures 15 and 16 comparos the heat release values output by the ENGSIM engine simulation program and theeo from tho PIFL heat roteaso modol Illy, the curves would be identical since the engine simulaton program assumed 100% combustion off Clancy Rasuts fo both simulated data cases are com- pated in these plot. 168 j i 4a. "7 Se Figute 15. Comparison of he calculated cumulative heat reloase curvos obtained trom tho PIFL hoat release model withthe corresponding engine ‘imuaten medol valves for simulates eyindor pressure data Comparison of the plots show very good agreernent in ‘general wit the PIFL heet relaase macel gving Sighkly ower heat release values during the eatly combustion DPhaee and elghtly (evea 3 te 65) higher values for tho ‘maximum culate heal release energy. These difer- ences aro relatvely smal and the error in the maximum cumulatve heat release for example could be eliminated by increasing the value ot gamma by approximately 0.01 zee Figure 16. Comparicon ofthe caloulated heat reloace rate curves obtained from two heat release ‘models anc simulated cylinder proscur data |A patteularly good aspect ct the comparison made in Figures 18 and 16 is thal the shepe of the heat release curves ic oxcellnt, with virtually 20r0 heat rolease rato before and alter combuston. The accuracy of the heat relagee curves is generally beter than that ootained with the vaditional First Law heat release model mith Woschei heat ttanstar equation end unity mutpler ang signit- cantly more accurate than the eciabate tradtional First Caw toseHEAT RELEASE MODEL EVALUATION USING EXPERIMENTAL DATA The resus presented s0 far have only used single cycle computer simulated data. In tis section experimentaly rreasured cylinder pressure data are analysed which Slows the performance of the nest release mace te Be ‘uanified when experimental errors are present. ‘A Ford 1.8 Lito 4 cylinder turbocharged, nan intorcooted, direct Injection diesel engine nas used to produce the oulinder pressure data. A Kistler 6125A orassuse trans ‘uees was fush mounted i cylinder number 1 and con nected to a Luces crarge ample type 1421/9. An AVL 1670 Indimaster was used to log the data at 0.5 degree recolution, 60 coneccutive engine cycies being recorded for each measurement point. Fuel measurements wete taxen using the in-allFtron fuel mater qving fue! flow fate forthe whole enghe, ‘Atotal of 21 measurements were made over a range of Canditone, covering he folowing oparateg points + 8 total of 24 start of injecton [SOD timing sweeps {om nominal 10°BTDC to G"ATDC at 2000 rpm ane 2000 rpm and foi engine loads ranging trom 0.1 bar to 10 bar BMEP at 2000 rom and 3900 rpm + 2 oncine lead swesp irom 0.05 bar to 10.0 bar BMEP. for engine epaues of 2000 rpm and 3900 rpm and fixed S01 tming of .5°BTDC + a fullload engine speed sweep at standard SOI tin Ing for engne speeds ranging trom 1000 ram to 4500, ron ‘The experimental cinder pressure thus obtained were postproceseed by LUCID? cylinder pressure analysis ‘softnare. Furthar details of the ealeulaione ate given in ‘Aopendc C. Tha fests shown inthis section are mainly ‘based on 50 eycle eneomble everaged pressure eycies (6 the heat release analysis was carted out on a single ‘average pressure diacrar). A brief discussion of individ lal Gye analysis however Is included at the end of ts cub section ‘The panrmance of tree heat release mede's are com: pared inthis section, tase madels being as folows: + paljtiopicindox first law (PIFL), a8 defined + grass firstlaw (GFL), TFL with Woschni model + net fist ew (NFL). adiabetc TFL mode! ‘Tho GFL and NFL models aro simply tho ‘ractional First Law haat release mosals covered inthe ein section of this paper and which ere based on equation (7). The GFL. ‘medel uses the Weschni naat Wansfer equation wit unity mutiplir whist the NEL model igreres the well heat transfe: A slighty dierent gamima equation is used [0 calor better forthe wide range of AFR used in tho expar Iimental ests, tnt details are glen in Appendix C. ANALYSIS USING ENSEMBLE AVERAGED CYLINDER, PRESSURE DATA -Fauree 17 trough 19 show tho results obtained from carrying out heat release analysis fon the oncemblo avorage cyineer prosecute data for tho 221 test points covering the engine speed, engine loa lard injection timing swoops. In cach caso, tho EEOC. Cumulative sat velease energy using the thiee diferent heat rolease models is plotied against the input tel erergy besed on the measured fuel mass input per cyl er multpiod by the lower calontic vabe of te ‘uel (42.09 kilkg) i [ it i ui Figure 17. Scatter plot of calculated peak (at EEOC) cumulative heat elease using PIFL versus fuel Input energy values for a wice range ot measured engine data The scatior plots generally show a gcod coreletion between the EEOC cusnulaiva haat release energy and the input fuel enerey, A values being vary close to unity forall thee plots. Tho PIFL haat release model produced the highest heat release values whioh on average were 36% ofthe input fuel energy. In comparison, Me GFL (Groes First Lax) are NFL (Net First Law) ‘produced average values which wore 92% and 82% of Te npt fue energy values respectively. ‘The PIFL heat rlease med! results shown in Figure 17 are cose to expectations” with combustion efficiencies very close to 100% at ow to mid engine loads and reauc- ing down to circa 83% at higher engine loads. This mode {hd produce heat roloace oncray for come tect points tahich exceeded the cotressonding input fut energy {i Ccomoustion offcioncios greater than 100%), particu atthe loner engine loacs, but ths can be explained by ‘mall evors inthe fue few and cylinder pressure mea surements The GFL heat release values (with standard Woschni heat wanster mod), shown in Figure 18, produced the least scatter ofall 3 Saces but producad comeuston of ensies which were perhaps 8% loner than expected based on the input fuel energy. This shortfall can be ‘planed by defciencias in he simple single-zone modelboeing omployods®), mossuremert eros andlor en under estate of he neat vanster rata A 40% increase in tha ‘accumed heat transler rato (1.4 * Weechni coeticion) would nave produced cumulative heat rease values lose to those forthe PIFL heat release model Figure 18. Seattor plot of calculated poak /at EEOC) cumulative heat re’ease using GFL versus fuol Input eneray values for a wide range of maasites enghve dala Figura 18 shows the calcwatce heat relaase using the [NFL hoat rloase model. This shows combustion effclon- ies on average of cca 8256 which inline with the va- ce oxpoctod for an adiabatic heat rotease model. In ‘ddtion tothe cisadventage of underestimating the aver- ‘290 combustion efficiency, inccoasee variably ie pro ‘ueed due to the fect that the heat vanstor is proportionally highor at low ongino epaeds. The 2 autly Ing points tat circa 900 and 1050 J Inout ‘uel ener) which can bo soon in Figure 19 conrospond te 1000 rpm ‘and 1250 spm respectively and are due to the higher pro- orton of noat traretor onorgy at the low angina speeds. This demonstates that ignoring wall heal transfer by Using a net neat release mecel introcuces a shortal in the tue gross heal release energy which is bath engine ‘epencent ane algo a funetion of operating conditions. Figure 19, Scattorplt of calculated poak |at EEOC) ‘cumulative haat riease using NFL versus fuet Input enorgy valuos ‘or a wide range ot measured engine data 170 Figure 20 shows @ seater lot forthe EEOC hest ence sory ealeuates wrth the GFL ar PIPL neat release ‘rodol f° the 221 to2t points. Tho coralaton ‘every good (R095) urine PEL ent eeate model pro dliong heat release energies of crea 96 J hoher than the Corresponting valves for he GFL heat foaase modal across he hoi range. Tie igh deren om the Contlaions sownin Figures 17 and 18 when the best wae loced trough ho org. The 4 ghost heat lose valves (Greater Men 1200") suggest a modest Systm: fe over taee ero fr 3000 rpm otarged hh loac measurements. The PIFL model apoers to racial Ovoresimate th hoc relaaae forthe # fest pos due {Ca comsnaton of ate EEOC and thgh value of expan sion poitonic index whit tho GFL soeme to sity tidefestnate te neat release 5 Figute 20. Comparison between the EEOC cumulative heat release values for the GFL (x ani) and PIFL(y acs) heat release models Figuie 21 shows te cumulative heat release energy ver- us erank angle pot for a 2000 rpm, 1.0 bar EMEP, 10x BBTDO injection tening test point The results fr all heat feloaco models are plotied and thi chowe that tho PIFL land GFL heat raease modals produce similar values up te cia 15° ATDC but tho heat rolease for the GFL model Inconel falls fr cian angles later than 30° ATDC. The NFL model gves lower valuse than tho othor 2 modols throughout and exhibits @ highly negative gracent for ‘rank angios nighor than 30° ATDC, Tho heat roleaso shows a negative characteristic belore TOC. wrist a mall nogativo value may be expected due to fue! latent heat effects. Ths suggests that a small crank angle phase ortor was prosent, this etfoct mas chown oarir in Figures 5 an 6, The PIFL model produced the smallest nogatve vauo, Figuie 22 shows te aquivalemt plot to Figure 21, bat this Jime for the rate of heat release, The poak rate of host telease is sila fora 3 neat release models (mithin 2.) *) but tho PIFL preducee tho best charactors at crank angles after 20° ATOC. Overall, he heal telease rate ‘eurve forthe PIFL appoars to be closor to tho oxpocted profileFigure 21. Cumulative heat relaase lois fr the tree heat release models at 2000 rpm and 1.0 bar MEP Figure 22, Rato of hoat roieaso plts forthe threo heat release models at 2000 rpm ard 1.0 bar BMEP Figure 23 shone a further Neat release plot for 2 3000 rpm, 10 bar EMEP. § “ETDC injection timing test point. In the caso, tho EEOC ie 60 °ATDC and the PIFL and GFL hheat release models give very similar curves. The NFL produces consistent ower (by about 15%) cumulative hheat release values athough the prolile does not exhibit ‘a negative gtadient aller EEOC 26 expacied. There ‘also no negative neat release immedataly following the ‘tart of Injection as shown earler In Figure 21 ‘er the lower eraine load case. Figure 24 shows the squivalent heat release rate cue for me Same experimental operating condtions as Figure 28 and thie rovoale a poak rato of heat reloace at orca 10« ATDG. Again, the diference inthe peak ate of heat laage botwoon tho three hoa! roloase model i rela tively small at cica +* 3%, All three models produced slightly postive heat release rates after EEOC. Those results suggest thatthe EEOC has been underestimeted ‘and a small amaunt of het release is etl occuring after {0x ATDC. In the case of the PIFL, this would cause a ‘lightly low value of expansion po}t'opic indox to be ca m culated which in tun would cause the heat release to be lontly Urderestimated Figure 23. Cumulatve heat release pts for tha three heat release models at 3000 rpm and 10.0 bar BMEP : fomrpe ‘ Figure 24. Rate of hoatroloaso pits for the three heat ‘lease models at 3000 rpm and 10.9 bar EMEP ANALYSIS_USING INDIVIDUAL CYCLE CYLINDER PRESSURE DATA - Figure 25 shows the EECC heat teloace valuos caicuetos using the PIFL and GFL mec 8 for indvidval cyces rather than ensemble averaged data 2¢ chown in the previous sub-secton. Data for sic different engine loeds (0.1 bar to 4.0 bar BMEP) at 3000 {pm are shonn, each load point having 50 incivisual cycle values). The scater plot shows a very good corre Iaten Betwoon tho result from the two macels with the PIFL resuls exhibiting sighilyhicher levels of variably. Figute 26 shows a scattor plot for tho CoV (coatficont cf vatlation) of EEOC heat ralease forthe 221 test points bbasod on the indviduel eycle heat roleaco calculations. This shows that there isa sttong correlation between the CoVe produced by the two neat releace mocels and tat in general the CoV for the PIFL models circa 2% higher than the corresponding valve fer the GFL model. This ‘observation Supports the results shonm in Figure 25. CoY ‘rales in excess of 10% ato revealed in Figure 26, theFighest values generally corresponding to the lowest ‘engine loads. At least part of this varablty is thought to be attributable to small phasing errors in the measured Gilinder pressure data, the cumiative naat olease baIng Very sensitve to phase exrors as shonn previously in Fig Ure'5. Similar Cov values were eatculatod for tha IMEP ard a strong cortelaion was also found between hoat release and INEP CoV. Examination of individual cyce pressure Vs. crank angle plots for cycles exhibting fxtieme IMEP values contd that a phase shift ol ype cally 1° had oesurred, the roacon for ts ear hewover is roteker Figure 25 Seater plot comparing the GFL (x axis) ane PIIFL neat elazee modo values, 3000 rpm data ang 6 literent load points, 30 eyes per meacurerent point i : i Figure 28. Comparison of the CoV (50 cycles per test point) cumuatve heat release values forthe GFL and the PIFL heat release models ‘SUMMARY OF EXPERIMENTAL DATA HEAT RELEASE ANALYSIS The heat release results obtaines trom ‘analysing he experimental eyinder pressure data, cover Ing an extensive range of operating conctions, wat the three alternate heat rolease modale has shown a high level of consistency. The PIFL and GFL produced similar veluss for tho EEOC cumulative heat release energy whist the NFL produced signiicanty lower values. as m ‘expected. The peak rote of heat release however was ret very sensitive 1 heat release madel specication. The PIFL performed best when it came to the heat release versus crank angle plots, always producrng neariy fat cumulative profiles rier to and afier comauston, Whereas the GFL, and particulary, NFL models often produced non-physical characteristics, especially nece: five heat release fates aller the and of combustion, Tha PIFL mode\ however is slighty more sensive to errersin (gamma and crank angle phasing and has been shown to ive marginally higher intor-cyclo and test te tos vari ly compared to the GFL model Overall the PIFL model produced very consistent results. and portormed at loast as well a¢ the grces Fist Law heat release model. It would be expected to produce ‘more coneictent teste when citarent engines ave tested. although this would need fo be confirmed by fur: ter measuremen's CONCLUSIONS Tho accuracy of caleulatod gross hoat reloaco using a single-zone First Law with heat transfer model has been irveetigated and quantiied. Tho most signiicant ovrors ate ove to incorrecly assigned ratio of speciic heats and charge fo wall heat ansir ates and grors in the moa- sured cylinder pressure data. Most of these sources of terrors can be contained to relativaly emall vaues and the largest etrrs in practice will be caused by uncertainties nthe reat wanetor, An allernative heat release made, calles the polytropic inex rat law model, has been developed ané evaluated Using simulated dtect injection dese! engne cylinder preseure data This uses @ variable poltopic indox to Aporoximately cater or the charge to wall heat tansfer fand hes boon shown ovarall to produce similar haat release analysis accuracy 10 the trecitional goss First Law modo! ‘The pertormance of thee atternative neat release mod- els hes been compared using experimental direct inioc- tion diesel engne data covering a wice range ct ‘operating conditions. The new polrtropic index model was four t© produce sinlar rasus to the twadlonal 91086 First Law model in goreral and much superior per formance compared to the nel (adebatc) Fist Law ‘made. The polytropis index model was. found to consis tery produce the best heat relaese versus crank angle characteristes although was found to give sighily higher nter-eyelevarabtty. The poywrope index macel Is considered to be well suited for desel ercine ceveloo- ‘ment applicstions where consistent results re requied REFERENCES 1 ly, WT, “Caleusten of the Etlect af Rate of Hest Felon on tre Shape of Cyleder rossute Diagram and (Gye Etisency’ Pros I Mec. .,1960-632. Kreger, RB. and Borman GL. “The Computation of parent Host Reloaeo fo hvorral Combueton Engines” ASME paper €6-WADGP-4, 1807 13. Tinaney D., “Problems wth Heat Relate Aras in DI Diese SAE paper 870070, 1887 4, Ker, G.A. aed Khan, MO. "An Examination of Scme ot tho Evo Newmaly Assooatod win tho Caleuaton of Accarant Rates of Comision Heat Release in Enoies" SAE 710°35, 1971 Gatoweki, JA, ota, "Hest Poloaso Avcysi of Engine Proszure Oat, SAE paper 541358, 1988, Sect, Gd. ane Charera, H., "A Throo-Zono Host Feieaso Maciel fr DI Diesel Engrs, SAE paver 840671 1934 Homsey, SC. end Areys, A. “An Experimontal Hest -Roioaso Rate Analysis et 2 bles Engine Opsratng Under Steady Stee Condens", SAE paper 870800, 1957 emimoto. Total. "A TwoZone Model Arliss of Heat Reloaso Rater Diesel Engros” SAE paper 97205, 1997 9. Hayes, TK, Savage, LO. and Seroson, SC, “Cylnder Praceire Data Anjsiion ara Heat Revase Analyse on 2 Fersonal Comp.ter, SAE paper 860029, 1386. 10. Heywood, 8. 1 Fundamen: 1a", MeGraw Hit Boox Company, SSNC-07-1004994 11, runt MFA Ral, H. and Emtage, AL. "Tho Calclaion of eat Reloazs Enoigy om Ergo Cylincer Prescurs Data’, SAE paper 9O10S2, 1996. 12, Wosctri, G., "A Unversal ApoIcable Equation or the Ieetanenects Heat Trenelor Cootiiet in fhe btrral Combustion Engh’, SAE paper 670931, 1967. 13, unt MLEJ, “The Etfect of Combustion Chamba" Shape of the Combustion Rte in an SL Engae, PRD Thess, Loughoorougn Unversty ot Tecrlogy, 1980, 14, Annand, Ws, "Host Tenefar inthe Cyindere of Roopro- caing iain Combusten Engines. Proc. Inst. Mech Engrs, Vel 177, no 6, pp 973-980, 1968, 15, Bunt MF. and Emiage, AL. "Evaluation of IMEP Rou snes arc Asie Ero, SAE paper 050505, 1996 16. Rosoncilor, GIM._and Witvow, L, ‘Maton Pictures of Engne Fames Corsiise with Pressute Cards’, SAE Teeeeetone, Vel 42,1008. 17, Miramcto, N, eta, Desetioton ene Analysis of Diesel Engne Fate of Combustion anéPeermance using ‘Wiebe’ Functions”, SAE paper 850107, 1935. 18, um, MEL and Pond, CR. Evaluation of Techniques er Ammoute Oyhdor Pressure Coneston", SAE paper 970035, 1997 APPENDIX A- TRADITIONAL SINGLE-ZONE FIRST LAW HEAT RELEASE MODEL ‘The classical Fist Law equation for the in-cylinder charge during the nor-low peried between inlet valve Closure (IVC) and exhaust vave closure (EVC) can be wilten for an incremental crank engle interval dQ = dW + dU + dQ. ayy ‘108s heat eneray released due to combustion work due to piston movement change in sensible internal energy dQ. = beat rarstr from charge to cylinder wal Note that the above Frist Law equation ignores mass ‘changes due to plston ring Slon-by, valve leakago ano {uel iniecton ine the cyinder. Furie equations can be ‘riven as flows: nad =a ae) ntti 408g ws & asi where: pis the cylinder pressure ry femperature and this has been shown to work well {dV isthe change in cylinder volume mis the wapped mass is tho moan specitc heat at conetant volume F is tho epoottc gee constant 7 is the rato of specife heats (gamma) Subctiuton of equations (A2) to (AB) eto equation (1) {and rearranging the terms gives the usual form of the Fleet Law heat rloace equaton: Laps Vn ed. 66 it should be noted that equation (AE) is an approximation inet he spect pes coat has bec ented tobe consort moon vauos rsp neat ana gunna Fave beet tehon and laud el entaby has been repedea’ The epechic gos concn and goa Rem (Hive suing combusion dart henges re chee Srpotion the equator used tthe change Fs Tal sory (equation (A) asumes at spect eats Insopunden ot paraure sich ww ecce oho ‘then re tamperare charges age, These eras how. Sar nosso mal nen Dates (6) apple Soe Sse) oe’ sal ck tne iierels ard meh uo cr garmna wach le appoprat rte conten thal reeves weed The agree eopcsch normally usec Is 10 vary gamma as a lingar function of 10 0)Eauaion (6) gnoes crevice volumes and asses al tang Kom sa ofnecon (0 toe stnated endo Eline catge eine sane tenptrtute Te cyinder_—comusion (EFO0) and suming "Pe feat tase pronate ecoouned' be unforminugtaut the com, nog blated tem oach alalabon The plocoss © Eicvor chamber wach waves ne appieton tocrecl—homimaquaon i) idocion doa, oat romase mal tr eed cowr Seon chamber caset more complied. ahd Ts Geverbes ascnhere ces = Yalow an Gross cumulative neat release, Ch, Is calculated by suc- “ ccessively aoplying equation (AS) over the crank ancle APPENDIX B - SIMULATED ENGINE DATA Simulsted eyindor pressure dota, goneratod ucing tho ENGSIM'"?! thermodynamic engine simulation soitware, ‘Table B2— Conditions for Engine Simulation ne stesn ie ay esa ty emer} net _— Teaver ice: fae : Gocumuaeseraengeatteyssrcionccspeer | ERC, an wae Coin ce eecretemman cane | anya Be Sirotten pogan wrchnoccewoped many wrape, | Smee aiceny Be! cline engines but includes a double Weibe’s junction”? Recidcat oss ne oo K heh abeee duel ongive tect ease terappoxe. | eaalone ESR - thteu ENGEMinekcecceortnetorscarem wx | Serenata! se Sie spec neat, wae compooten are rere to | gir Sy 5 rll Weal arate, For the work Gesciived inthis paoer | remieed dation | iz Geo totais. | feegen 1B na ulation using the Annand''*? equation with convection Peak charge pressure 131 bar ‘utipler of 0.45, Tha Dasle wroncarges dese! arcing specticetion assumed is shown in Table 8 Table BI— Assumed Engine Specicaton fr Simulation Parameter Value Assumed i Boe EO am ] re Sicko 00mm | a Gomnectng od tengin_ | 3e0.0mm : ‘Swept vole satec | ie Gompresson ato | 9.04 } Sambusten chamber _| Bow in Piston | Pe “wo turdaca‘ged lesel engine tt operating conciions saa wore cmulateg. Thee aro dossrbed in Table 22 Selon Sy tleat eel ca Ge Lie Ge Figure Bi shows the simulated cylinder pressure dla trams produeed by ENGSIM for the twe easce. Figure Bt, Simulated cylinder pressure versus crank ‘anglo dagram for ongine conctione shown in “ables Bt and B2 APPENDIX C - POLYTROPIC INDEX FIRST LAW (PIFL) HEAT RELEASE MODEL ‘The main asoumptions mado in tis dervation are that the combustion can be Kealsed as berg dhded ito a wy ion ‘umber ef cerstat volume combustion processes and deste ) 1 that the pressure change cue to pison motion and charge to mal hea anefor can be modolod ae a.serigs Equation (Ct) gives the pressure rsa due to combustion Cf polyvonte processes. The dervaton i as flows schon athe pres ange do orerein can be represented by @ pojtone process wih po} ‘The incremental pressure rie due to combustion, Dea. apie nex In 4 uten py End By a0 fe Mode ‘between two crank angie locations in the engine cyce, 1 uted pressures and V, and V> are the cylinder values {nd 2, can be approximated by calculated ¥om a koowiedge ofthe engine geometry and M76‘rank angle location. Assuming perfact gas relationships {6 usual, the incremental tompcrature rise, AT2 due fo ‘combustion can be approximated by: Ae: aR ar: (2) Equation (C2) i an approximation since it assumos A is. ‘ constant and the combustion occurs at a fed volume. ‘The Incromertal heat release OOF, AD, 2, FECUIEOS 10 produce the temperature rise can be ‘sslained from ‘applying the Fist Law for tha assumes conetant volume process AQ 3) Equetion (C3) does not include @ charge to wall heat ‘rancor torm cinco it ie accumed that this ie included in the polyropic exponent Equations (C1) through (C2) plus equation (AS) pre. senied eatler in Appendix A can be combinad to give the PIFL heat release medol: i vy i pil Equation (C4) ghes the approximate incremental gross heat release eneray forthe crank angie interval from Oto 2 and this can D9 summed ove: the combustion perod 5 per equation (A7) shown eatlier to produce an est rate of the goss cumulative heat release The nat cumulative heat release can be obiaine i the polytronie index, n, is replaced by the ratio of spectic heals, | ‘gamma. For the ret heat release cace, tho PIFL heat inase modal (equation (Cé)) will produce ‘ental results to the Fist Law model (equation (AS) ifthe crank. ‘ange Intewval over which the calculations ste performed is very smal, “Tho poiytropic index wae varied with crank angle over tho range TOC +50" although most of the correcton was applic over the range TOCs-10°, see Figure & in the AU. 2 = me: Qu. cy =I ‘main text. The po'yropic Index for equation (C1) was. thon ebleinod trom the poliropio indox caleuated fr either the compression ot expansion processes. mult= lad by the aporopriato correction factor for Pat crank ‘angle. For heat release calculations prior to TOC, the ‘compression index, normally calculated over the rage = 75° {0 35" was used For heat relaase calulations alter ‘TDC, the expansion index was used which was normally calculated over the renge EEOC (estimated end of com ‘ustion) to EEOC + 40°. An 11 point smoothing proce: ure was used to recuce sensitty to noise spkes and ‘ADC rasoluion orca. The uncorrected poltopc indoxos thus calculsted ate very sensitive 1o pressure measure ‘mont orate anc capping limits woro placed on the com- Pression (1.28 to 1.38) and expansion indexes (1.29 to 1142, zetualy engine speed dependent) to lt tre atact of such aro's, particularly wen dealing with individual ovate analysis ‘The estimated end of combustion (EEOC) s catined as that crank angle during the expansion stoKe (from 10° TDG) at which pV is ata maxima plus 10°. The EEOC poltrapic index, neos. is set to nominaly 1.2 at ‘2000 rpm but Is actualy slightly variod with engno Speed. To reduce the sensitivity to ncise and ADC resol tion, 11 point, 1 dagrae interval averages are used tor this calculation. The EEOC is not citical providing it does nat Urderestimate the tue end of combustion (his would resultin alow value of expansion index beng calculated), hence 10° fs adcea on for salety This routine has been shown fo give very reliable performance even under con tions of poor pressure data qualty For the experimental measurement analysis, gama was varied with charge temparature using the seme polyno ‘mial equation as shawn in equation (2) but the linear torm was doubied and tho constant was increased to 4.44. Compared 10 equation (2), this produoed higher gamma valuos at low ongine load (high AFA and low Charge temperature) and loner gamma values at high ‘ongine load (lower AFR anc highs charge temperature). This change was made to more aosutately account for AFF varatons with engine load,