Modelling and Control of Diesel Engine Modelling and Control of Diesel Engine

This item was submitted to Loughborough's Research Repository by the author.
Items in Figshare are protected by copyright, with all rights reserved, unless otherwise indicated.
Modelling and control of diesel engine

PLEASE CITE THE PUBLISHED VERSION
PUBLISHER
© M.A. Eissa
LICENCE
CC BY-NC-ND 4.0
REPOSITORY RECORD
Eissa, M.A.. 2019. “Modelling and Control of Diesel Engine”. figshare. https://hdl.handle.net/2134/10318.
This item was submitted to Loughborough University as a PhD thesis by the
author and is made available in the Institutional Repository
(https://dspace.lboro.ac.uk/) under the following Creative Commons Licence
conditions.
For the full text of this licence, please go to:

http://creativecommons.org/licenses/by-nc-nd/2.5/
LOUGHBOROUGH
UNIVERSITY OF TECHNOLOGY
LIBRARY
AUTHOR/FILING TITLE
-- -------- ----~ !.~-~ ~-1_---1f-.!~---8____________ _

-----------------------------------
ACCESSION/COPY NO.
----- -.------- ........
c. c---
----------------- ---- 1'f"}. 1
\ le -.----_____________
----1-'- _
VOL. NO. CLASS MARK
- ?Ht~R 1996
'-~5-
17 NOV 1992
1 f DEC'1992
,/
I
000 7421 02
~I~I I I I I I ~I I I I ~I I I I~I I I ~I I ~
MODELLING AND CONTROL OF DIESEL ENGINE
by
M. A. EISSA B.SC.
A Doctoral Thesis
Submitted in partial fulfilment of the requirements
for the award of the degree of Doctor of Philosophy

...
of the University of Technology, Loughborough.
MAY 1984
Supervisor: Mr. W. Forsythe, M.Sc.
Department of Electronic and Electrical Engineering
©by M.A. Eissa 1984

-
Le!lgh!>~ro';
CON TEN T S
PAGE
~cRnowledgements 1
Synopsis 2
Chapte,Jr 1 3
:tntroduction 3
Chapter 2 6
D~ital computer-model of the diesel engine 6
List ef symliols 6
2.1 Introduction 14
2.2 The digital computer program 18
2.2.1 The variables used in the program 18
2.2.2 Engine specifications, data and initial 19
conditions
2.2.3 Fuel and air calculations 22
2.2.4 Optimum advance for certain engine speed 23
2.2.4.1 Beginning of the cycle calculations 25
2.2.4.2 Compressor power 28
2.2.4.3 Modelling of injection advance- pump 30
2.2.4.4 Calculation of intake stroke 34
2.2.4.5 Calculation of compression stroke 39
2.2.4.5.1 Condition of next step without coml5ustion 40
2.2.4.5.2 Injection conditions 41
2.2.4.5.3 COmOustion under constant volume 42
2.2.4.5.4 Work done in compression stroke 46
2.2.4.5.5 How to detect max. combustion pressure 46
2.2.4.6 Calculation of expansion stroke 48
2.2.4.6.1 Condition of next step without combustion 49
2.2.4.6.2 Combustion under constant pressure 49

PAGE
2.2.4.6.3 Work done in expansion stroke 52
2.2.4.6.4 How to detect max. combustion pressure 52
2.2.4.6.5 Exhaust valve opening 52
2.2.4.7 Calculation of exhaust stroke 54
2.2.4.8 Work done per cycle 57
2.2.4.9 How to clear the arrays to be used again 58
2.2.4.10 Exhaust parameters (before turbine 1 59
2.2.4.11 Calculation of engine output performance 59
2.2.4.12 Turbine power 60
2.2.4.13 Cooling calculations 61
2.2.4.14 Storing of the output to be used in 63
multiple plot
2.2.5 Plotting of the output results 67

2.3 Discussion 73
2.3.1 The variable input parameters in the program 73
2.3.2 The constant input parameters in the program 73
2.3.,3 The output quantity 73
2.3.4 The quantities computed at the end of 73
each cycle
2.3.5 Description of the computer run 74
2.3.6 Comments on the results displayed in Table 1 74
2.3.7 Comments on the graphs 76

Chapter 3
Verification of the diesel engine model 84

3.1 Introduction 84
3.2 Experimental optimum injection advance 84
3.2.1 Discussion of the experiment 84
3.2.2' Comments and conclusion 94

PAGE
3.3 Variable input air temp. experiment 95
3.3.2 Comments and conclusion 95

Chapter 4 98
Linearization of the digital computer model of the
diesel engine
4.1 Introduction 101
4.2 Assumption mode 101
4.3 The error generated by using a constant specific heat 103
4.3.2 Conclusion and comments 103
4.4 The linearization of the heat release function 111
4.4.2 Comments and conclusions 114
4.5 The proceSs of linearization of the diesel engine model .. 118
4.5.1 Calculatiun of the analytic expression 119
describing the P-V diagram
4.5.2 The work done in the compression stroke 122

4.5.3 Computation of V4 123
4.5.4 The parameters of point 5 125
4.5.5 The work done in the expansion stroke 127
4.6 The indicated mean effective pressure I.M.E.P. 129

4.7 The friction mean effective pressure F.M.E.P.
130
4.8 The brake mean effective pressure B.M.E.P.
130
4.9 The output torque of the engine, Tq
130
4.10 The output speed of the engine, NE
130
4.11 The analogue computer simulation for the linearized. 130
diesel engine and load
4.12 Modelling of injection advance angle 133

PAGE
4.13 Obtaining the relation between angle of injection 139
and MFCV, MFCP.
4.14 Camments and canclusian 141

Chapter 5 143
General pracedure far calculatian .of the tatal transfer
functian matrix far multi input/autput system, using laaps
theary.
5.1 Intraductian 143

5.2 Paths, laaps and matrices 144
5.3 The determinatian .of a transfer functian 158
5.3:1 Using Masan's rule 158
5.3.2 The denominatar computed from the matrix 159
5.3.3 Tlie numeratar camputed fram the matrix 160
5.3.4 S"ttmnlary 162
5.4 Applicatton ta feedback cantral system 162
5.5 Calculatian .of an element t .of the tatal transfer
ij 163
function matrix
5.5,1 Calculatian .of the denaminatar term Sd .of t 163

ij
5,5.2 The numeratar term S .of tne element t •. 169
n ~J
5.6 Di'gital pragram far calculatian .of tatal transfer 173

functi'an matrix (~1
5.7 Farward path campensati~n 174

5,8 FeedDack design in the matrix farm 175
5._9 Camments and conclusion 176
Chapter 6
188
Feedback cantraller design far the linear engine made 1
6.1 Intraductian 188
6.2 Feedback cantraller far canstant steady state gain 188
6.3 The forward cantral matrix 197

PAGE
6.4 Comments and conclusion 205

Chapter 7 207
Conclusions and future work 207
7.1 Conclusion and comments 209
7.2 Future work 209
References 212
Append:i:x Cl. It 220
A copy of the digital computer program of the diesel engine.
Appendix Cl. 2[ 235
The simplified digital computer model of the diesel engine
containing transients response of turbocharger (the intake
and exhaust stroke is not consideredl.
Appendtx (21 246
Speci'fi:c heat of the combustion products
Appendtx (3 [ 256
Explanation of the digital feedback controller for
microprocessor.
I\ppendix (4. 1 L 258
Digital computer program to calculate the total transfer
function element t for feedback control system

ij
Appendix (4.2) 264
Digital computer program to calculate the total transfer
function element t when a forward compensation matrix (F)

ij
is used.
Appendix (5t 270
A typical example for using loops theory to demonstrate
the pole and zero assignment for compensated control system.

ACKNOWLEDGEMENTS
I would like to express my deepest gratitude to Mr. W. Forsythe for
his guidance and encouragement throughout the course of my study. Ris
effort in setting up the project is also very much appreciated.
I am grateful to Mr. M. Leeson of the Department of Mechanical
Engineering for the experimental work which was carried out in the mechanical
engineering laboratory under his supervision.
Also I wish to thank Mr. S.K. Sinha of the G,E.C. for providing
a set of useful practical data for a diesel engine.
I would like to extend my thanks to all friends and colleagues at
Loughborough University who have made the four years' work so enjoyable.
Finally, the moral support and the acceptance of divided attention by
my wife and my children are recognised with the warmest appreciation.
1
SYNOPSIS
A digital computer model of a diesel engine and load is developed
which takes into account in cycle calculations the input temperature and
pressure, mass of fuel injected, angle of injection, and cylinder tempera-
ture and pressure, and gives as outputs the average torque and speed. A
typical heat release curve from a practical engine test is used with
ignition delay considered constant in time. Results from the program are
validated by comparison with data taken from laboratory engine tests.
This model is subsequently linearized to obtain the transfer function
matrix relating input manifold pressure, mass of fuel injected, and angle
of advance to output torque and speed.
The design of a feedback controller is then investigated using pole
and zero placement techniques, the system inputs and outputs being demanded
and achieved torque and speed .•
2
Chapter 1 Introduction
The diesel engine is an important subject of research because
of its relatively high efficiency and economic performance in daily
use. It becomes more important as the cost of fuel increases, so
the diesel engine research is proceeding in several directions,
one of which is to study the mathematical model of the engine ( 15 , 44 , 88 )
from the pOint of view of control, that is as a multi input/output

system (53,60,65).
The use of digital computers in this field makes
the engine model very important in predicting and improving diesel

.
eng~ne performance ( 15 , 29 , 79 , 83 ).
The idea of modelling the diesel engine on the digital computer
is relatively recent (14), and many models are based on the emptying
and filling principle or modified with mixing and scavenging (57,79,83,.88).
These models give a good picture of engine performance, though the
accuracy of such models obviously depends upon their complexity.
Their error is usually less than 10%(88, 91~

The digital computer model in this thesis describes the behaviour
of cycle variables with the crankshaft angular displacement (Engine

displacement model). A typical turbocharged diesel engine is described
with its four stroke cycle. The input and outputs considered are
- Input air pressure
- Input air temp.

- Input injection advance
- Input mass of fuel
output engine speed
- output engine torque.
The following points about the model should be noted.
A. The operation of the injection pump is modelled in a simple
manner to give control of the input injection advance angle,
3
based on the relation between the injection rate and heat release
(41,69,82,84).
B. The combustion is assumed complete and the maximum combustion
pressure is calculated according to the heat released in the
cycle; a realistic heat release rate curve is used for this

purpose.
C. The exhaust valve opening is considered to take place before
B.O.C.; other valve movements occur at either B.O.C. or T.O.C.,
i.e. there is no common open period for both valves.
O. The combustion delay period is assumed constant in time, so its
length (in deg.) depends upon engine speed.
In order to utilize control theory in the study of the diesel
engine, the dual combustion engine cycle is linearized, with the help
of the non. linear digital computer model, and cast in the form of
a transfer function matrix.
In obtaining the diesel engine transfer function, many variables
and parameters must be considered constant which are not truly so,
and therefore the deviation: in performance of the linear model is

examined.
The second part of the thesis is a study of some aspects of
control theory in obtaining the total transfer function matrix for
multi input/output feedback control systems (l0) ,and their application in

.
the des~gn of a feedback controller (47 ' 48 , 49 ,70)
. by pole-zero
placement 2- 7 ,26,28,50,52,.
Feedback control loops have been analysed before,using, for
instance, Mason's rule which is powerful where there is a small
number of loops in the control system. A similar study of loop analysis

is carried out by Kim(40), seshu(7l,721 but not from the point of view
4
of control, so the contribution in this thesis is the utilization of
loop analysis in obtaining the transfer function between two input
and output points in a multi-loop feedback system. The method

presented determines the transfer function element T .. between any
~J
input i and output j for a multi input/output feedback control system
given its original transfer function matrix (G) and unknown feedback
~trb(H).
This approach does not use matrix inversion or devision.
At this point a symbolic computer language is required, but
lacking that, a program has been written to help produce the algebraic
expressions from which to compute the unknown feedback terms. This
is more easily accomplished using the computational algorithm
presented in this thesis than by attempting matrix inversion in the

traditional manner. (10,43,49).
There are many ways of designing a feedback controller, based

f or exarnp1 e on po1e-zero p 1 acemen t ( 5,17,21,63,68) , op t~~za
· · t.""
10n or
self tuning, with digital controllers (47), or analogue controllers (5,80).
In this thesis a design by pole-zero placement is discussed and a few
basic rules laid down to ease the design procedure (17,52,68). The
capabilities and limitations (33,56) of the method as it stands are

illustrated.
A simple constant steady state feedback controller is designed
on the basis of pole-placement as an application of the" loop theory

program.
5
CHAPTER 2
DIGITAL COMPUTER MODEL OF THE DIESEL ENGINE
LIST OF SYMBOLS
ADVCON increment of advance in angle of injection (deg)
ADVMCH ON - OFF switch to control the digital
feedback controller. (0 or 1)
AFR preliminary air to fuel ratio (kg/kg)
AIRMAS values of air consumption rate of the engine (kg/sec)
AIRFUL actual air to fuel ratio (kg/kg)
ALLHET total heat developed by the engine cycle (J)
ANGLIJ angle of injection (deg)
area under heat release curve
AREAI elements of area under the heat release curve (kg fuel.deg)
2
AREAMO moment of area of heat release curve (kg fuel.deg )
average specific heat over one cycle
BHP nett power of the engine
BLSPED average blade speed of the turbine (m/sec)
BMEP brake mean effective pressure (bar)
BORE diameter of cylinder (m)
C14H30 chemical composition of diesel fuel (D.E.R.V.)
CALV calorific value of the fuel (J/kg)
CMBDLY combustion delay time expressed in angle (deg)
CMBEND tail of combustion (deg)
CMCHLT combustion chamber length (m)
CNTROD centroid of heat release curve (degl
C02 carbon dioxide
CSRPWR compressor power delivered from turbine (hp)
CURVl value of heat release function in previous step(kg)
CURV2 value of heat release function in present step (kg)
6
CVAIR specific heat of air as function of the (J/kg.k )
o
ambient temp.
CVC02 specific heat of carbon dioxide o

(J/kg.k )
CVCONS constant value of specific heat over one cycle (J/kg.k o )
CVGAS specific heat of the gases which is initially (J/kg.ko )
equal to CVAIR
CVH20 specific. heat of vapour (J/kg.ko )

CVN2 specific heat of nitrogen o
(J/kg.k )
CV02 specific heat of oxygen (J/kg.k o )
CWRlTE=lO parameters used to write out the engine
variables every 10 degrees outside the
combustion zone
increment in crank angle (deg)

DDEGT time/step of crank angle motion (sec)
DEGCMB counter for combu~tion angle (deg)
DEGRE crank angle (deg)
DLTAP drop in cylinder pressure due to escape of
exhaust gases (bar)

DM02 input mass of oxygen in one step (kg)
DMN2 input mass of nitrogen in one step (kg)
Dva change in volume of combustion chamber (It. )
per step
DWORK work done in one step (bar.lt.)
ECC cooling coefficient of engine block (kg.J/kg.k o )
EETAV volumetric efficiency of the engine, defined as
(combustion chamber pressure/input pressure)
at the same temp.
7
EETAVO volumetric efficiency at idling speed (used
for calculation of initial conditions).

EPSLUM compression ratio of the engine
EETAAPP apparent efficiency of turbine
ETACOL efficiency of the air after-cooler of the
compressor
ETACSR compressor efficiency (considered to be equal
to turbine efficiency in the initial conditions)

ETATUR turbine efficiency
ETAUSE efficiency of the useful percentage of fuel
EVOBDC value at which exhaust valve opens before (deg)
B.D.C.
EXES excess air factor
EXPVEL expansion velocity caused by isentropic (m/sec)

expansion
FMEP friction mean effective pressure (bar)
FUEL specific fuel consumption of the engine (kg/hp. hr. )

FUELMS fuel mass flow through the engine (kg/sec)
GAMAC adiabatic exponent oillir compression for
compressor
GAMAEX adiabatic exponent for gas expansion in turbine

GASMAS output gas mass flow through the turbine (kg/sec)
H2o water
HETFNl component of HEATRL (kg)

HETFN2 component of HEATRL (kg)
HEATRL heat released per step (kg)
8
IHP indicated horse power of the engine (hp)
IMEP indicated mean effective pressure (bar)
INJLTH total period of injection (deg)
IRF combustion length approximated to the (deg)
nearest integer
IPTMAS input air mass to the engine per.step (kg/step) .
MI mass of air per cycle (kg/cycle)

MlMAX maximum (theoretical) mass of air per cycle (kg/cycle)
MAXINJ max.value of injection advance angle (deg)
MAXMF summation of the mass of fuel burned in all (kg)
steps of the cycle
MC02 mass of the CO 2 in the combustion products (kg)
MF variable mass of fuel per cycle as RACK (kg)
changes from (0 + I)
MFI mass of fuel per ~tep (kg/step)
MFMAX max. mass of fuel per cycle (kg)
MH20 mass of vapour in the combustion products (kg)

MININJ min. value of injection advance angle (deg)
MN2 mass of nitrogen in the input air (kg)
M02 mass of oxygen in the input air (kg)
M02BRN mass of oxygen burned during combustion in (kg)
each step
MS mass of fresh air contained in the swept volume(kg}
of the cylinder
MSMAX max. mass of air contained in the swept volume (kg)
of the engine
MWAIR mean molecular weig~t of the air (gm/mol.)
9
MWGAS mean molecular weight of combustion gases (gm/mol. )
MWFUEL. molecular weight of diesel fuel (gm/mol.)
MXCMLT max. value of combustion length of max. engine (deg)
speed and full load
MXIJLT max. value of injection period length (deg)

NI adiabatic exponent of the gas compression
N2 adiabatic exponent of the gas expansion
NCLNDR number of cylinders
NCOMB integer value of combustion angle counter (deg)

DEGCMB
NCURV number of curves to be calculated

NE engine speed (r .p.m.)
NEMAX max. engine speed Cr.p.m.)
NEMIN min. engine speed (r.p.m.)
• 'NP3MAX number of changes in sign (see para. 2.2.4.5.5.)
NPT number of points to be calculated
NSTDY number of cycles to reach steady state
NSTP number of steps in one stroke of the cycle (deg)
NTUR turbine speed (r.p.m.)
NWRITE number of steps needed to. write out the (deg)
cycle variables 6nce
02 oxygen gas
OLDMAS mass of gases at the beginning of each step (kg)

and before any escape of exhaust gases
OUTMAS mass escaped from cylinder due to piston (kg)
motion
PI compressor output pressure (bar)

P3 max. combustion pressure of the cycle (bar)
P5 pressure at the beginning of exhaust stroke (bar)
10
P5EXH average value of exhaust pressure over (bar)
exhaust stroke
PA ambient pressure (bar)
PCY current pressure in each step of the cycle (bar)
PHI crank angle (radian)
PI initial pressure in each step in the cycle (bar)
PI2 intermediate value of pressure before (bar)
combustion in compression stroke
PI3 intermediate value of pressure before (bar)
combustion in expansion stroke
PRETDC the part of combustion occurring before (deg)
the T.O.C.
PREVNE engine speed in previous cycle (r.p.m.)
PRVVCY volume of cylinder in p~evious.step (it)
PSTTDC part of combustion occurring after T.O.C. (deg)
R UNIVERSAL GAS CONSTANT=S.20S7*(lO-2 j (LITER*ATMOSPHER/OEG*MOL)
RACK fuel control rack (0 + II
.RADUS average radius of turbine propeller (m)
RCC cooling coefficient of radiator o

(kg!J/kg.k )
RESOUL residual gas coefficient
RPM array, to store engine speed NE (r .p.m.)
RVALV equivalent constant resistance for exhaust valve
SPeW!' specific weight of gases (kg/lt. )
STROK length of stroke (m)
STROKS number of strokes in cycle
SUMSPC summation of specific heat over one cycle
TlIPUT after-cooler output.air temp. or engine
input temp.
TlW input cold water temp. of the engine
T2W output hot water temp. of the engine
11
TS gases temp. at the beginning of exhaust stroke (ko)
TSEXH average value of exhaust temp. over exhaust (ko)
stroke
TA ambient temp. (ko)
TC compressor out put t emp. (k o)
TCY temp. of the combustion chamber in each step (ko)
TI initial temperature in each step of the cycle (ko)
TI2 intermediate value of temp. before combustion (ko)
in compression stroke
TI3 intermediate value of temp. before combustion (ko)
in expansion stroke
TIMSTP factor used in integration of heat release (deg/deg)
function
TMPOUT turbine output temp.
TORQ output torque of the engine (kg" .m)
TRAMAS trapped mass of gas in the cylinder (kg)
TURPWR turbine power (h.p.)
VlMAX max.volume of combustion chamber (It. )
V2 min. volume of combustion chamber (It. )
VCY current volume of the combustion chamber (It. )
in each step
VI volume of combusti.on chamber in previous step (It.)
VSMAX swept volume of the cylinder (It.)
WORK amount of work done in one cycle (bar.lt.)
12
WORKC amount of work done in compression stroke (bar.lt.)
WORKEX amount of work done in expansion stroke (bar.lt. )
WORKI amount of work done each step (bar.lt.)
X current position in the heat release (deg. )
function during integration
XCOMB current position in combustion period (deg. )
13
2.1 Introduction
"!he diesel engine is an important subject of study because of its
relatively high efficiency and economic performance in an era of increasing
fuel costs and decreasing, fuel deposits.
Research is advancing on many fronts, all of them requiring a
mathematical model of some aspect of the engine performance. One of the
most important areas of work is control of the diesel engine, regarding
it as a multi-input/output system, yet models of the engine performance
suitable for control studies are few; every diesel engine manufacturer
has a number of them but for reasons of industrial secrecy they are
rarely published.
The digital computer model in this thesis describes the behaviour
of engine cycle variables, over a four-stroke cycle, with respect to crank-
shaft angular displacement and is re·fer red to as an engine displacement

model. A typical turbocharged diesel engine is described, the input
and output quantities being:
input air pressure
" . temperature
. injection advance angle
.. mass of fuel
output engine speed

. . torque
Among the few published models of this type, those in references
(13,44,SS) are typical, though they have a number of serious drawbacks.
For example, in reference 13, Denson gives the chemical composition of
the fuel as CSH IS ' which is petrol, while the constant pressure combustion
in the cycle is considered to remain absolutely constant for a long
14
period and is obtained from an empirical formula which is rather
dubious. Furthermore an input pressure value of 0.1 Bar instead
of 1 Bar is· quoted though in fact any value will give the same
results:
Reference 44,· like others, is unsuitable for multi input/output
control studies, because it lacks a sufficiently detailed description
of the engine cycle.
In reference 88, the amount of fuel burned at constant volume
is considered to be unknown although it is given as an input variable.
In addition, the maximum combustion pressure is assumed.
Of most of the published mathematical and computer models it
can be said that:
a) The temperature of the cooling water has· not been considered.
b) The exponent of adiabatic expansion is considered to be
the ideal value.
c) The relation between crank angle and the volume of the
combustion chamber is not described, so the model is
unsuitable for any study of injection advance.
d) Explanation of the operation of the computer program is
inadequate.
The following points about the present model should be noted:
A) Exhaust valve opening is considered to begin somewhat before
B.D.C. while other valve movements occur at either B.D.C. or
T.D.C. There is no common open period for both valves.
B) Combustion is assumed complete, and the maximum combustion
pressure is calculated according to the heat released in
15
the cycle, a realistic heat release curve is used
for this purpose.
C) The combustion delay period is assumed constant in
time, so its duration expressed in degrees depends
upon engine speed.
D) Since the highest combustion efficiency and output power
is achieved when maximum combustion pressure occurs .
just after TDC, the fuel must be injected well before
this, the angle of advance depending on engine speed,
To introduce injection advance into the computer model,
the injection mechanism is modelled in a simple manner
and the combustion period divided into steps with a
prescribed though not constant amount of fuel injected
at each step.
A block diagram of the digital computer model is illustrated on
the next page and the digital model is explained line by line after
that to ease understanding. See block diagram (2.1).
16
( nUT
"1
2.2.2 DOJl! sP!CIruno';I
DATA AIIO Jlrnu. COlfDrfIOIIS
2.2.) rll!Lr~IUftr run. AII~

All CALCOLAfJOIIS
J 2.2.' OrTIMO!'l ADYUCt ro"l

-I eutu. lIIcru sruII
_1 2 . 2 .4.1 IlCJlIJIfC or Tf'j
, -I CtCLr; CALCIIUTIOIfS
I 1:. 2•4• 2
I CALC'OLAtIon
COMnUSOII rovt
. J
I
I
1:. 2 .,.) MODtLLIIC or:1
IIJICTIO. ADVA'Ct rll~r
I
I e·2 .,., CALC'OUTto. or .sl
I!lUU SUOK! III 110 snrs
I j
I 2.2.'. ,
co~rnsstOI
CALCOUTIO. or
snOK! 11 110 snP'S.
I COlfDltlOU or n u snr WJ't:iOOt COM5US't10
I
J!IIIJ!:CTtOJf' COIDttlO.S.
CO~JUSTtO' UJUI!~ CO.STAllt YOLII'll.
VO!tK DOl! U CO!'lrlllSSIOII snOK!.
I, NOli TO DlnCT "u-COUUStIO' rll!SSOlll.
2.2.'.6 CIoLC'Ou,nOIl or
1
I InuuoI s'tIton III 110 snps.

COlDlttOl or 'Ut snr lll'i'1I0trt COIf,USTtO'.
COMt'OS'tIOIl 'OJDD CO.trAIT rIlESS'O!lI.
I
VOIII DOll III mlollStOIl snon.
lOll 1'0 DtTlCT Mu-conUStIO!l '~!s.s'OIII.
O"Io'OST "Ato' oronc.
~
.
2.2.'.1 CIoLCUUTIOI 0' IIIIIoOS't1
S'tltOIl u 110 snps.
~
1,2.2., •• CloLCU~Io'ttO' or T!'III
110111 DOl! rE!!: ClCLI.
1
2.2.'.9 101f TO CLlU IoUAlS TO
OSlO IoCUI.
III
l2.2.,.lD !lIlloUSt ploIIAlfnns JUDItII
Till tvlllIJI •
2.2.4.U
~
CALcvuno. OP PCII!
OOrPUT PlllrDn.UCt ,
I
J
.1 • .1.,.12 CALCIILAfIO. 01 TUIIII'~
oo'tPlfT ram •
2.2.',1) COOLIIIC CALCVLATlO!lSl
,a.i.,. ll 'f'Ou.c tU OUtrn TO J

11: tlSe rl ItOLttPLI Pt"'l:.
".•. , ,nomiC 0,. 'tit O'O'tP'Ot ItU'OL'tI.,
Gb
(2.1) Block diagram of the digital computer model.
17
2.2 The digital computer program.
A mathematical model of a diesel engine is introduced in this
chapter in the form of a-digital computer program.
The model considers a four stroke diesel engine as one cylinder,
and a simple model for the turbocharger is employed.
The main purpose for which the model has been used is to investigate
the variation of engine performance with the anlge of injection a4vance,
mass of input fuel, and input air pressure.
This model helps to check the linearized internal variables of
the engine such as specific heat, and to check any assumptions made when
linearizing the enginemodel and obtaining the transfer function matrix.
The Variables Defined in the Program
A complete copy of the digital program is illustrated in Appendix
(1.1) •
The digital program is explained by considering the fortran
statements in suitably small sections and appending to each a detailed
explanation.
c MASTER OPT ADVANCE
REAL A!RMAS (300) ,AI RMSl (300) ,ANGLIJ(800) ,AREA! (lOO)
REAL BHP (300) ,BHPl(300),BHP2(300) ,BHP3(3OQ)
REAL BMEP (300) ,BMEPl (300) ,BMEP2 (300) ,BMEP3 (300)
18
REAL FUEL (300) ,FUELl (300) ,FUEL2 (300) ,FUEL3 (300)
REAL·BEATRL(100),IBP(3oo),IMEP,INJLTH,IPTMAS,Ml,MlMAX
REAL MAXINJ,MAXMF,MC02,MF,MFCUR(800) ,MFI (800) ,MFMAX
REAL MB20,MININJ,MN2,M02,M02BRN,MS,MSMAX,~IR,MWGAS,MWFUEL
REAL MXIJLT,Nl,N2,NE,NEMAX,NEMIN
REAL P3(3OO) ,P3l(3OO) ,P32 (300) ,P33 (300)
REAL Ps(3OO),Psl(3OO) ,Ps2(3OO) ,ps3 (300)
REAL PCY(800) ,RPM (800) ,T2W(300)
REAL Ts(3OO) ,Tsl(3OO) ,Ts2(300) ,Ts3(3OO)
REAL TCY (800) ,TORQ (800) ,TORQl (800) ,TORQ2 (800) ,TORQ3 (800)
REAL VS (300) ,VCY(8oo)
Explanation :
The real var:ta.I>les and arrays are def:tned :tn the beg:tnning of
the program, they are defined in the list of symbols.
2.2.• 2 Engine Specifications, Data and Initial Conditions
C ENGINE SPECIFICATION , DATA AND INITIAL CONDITIONS
CALV-4.l 8*1 01 SO*lE3 J/KGFUEL
EPSLUM=14.4
NCLNDR-6
BORE-<). 1 27 M
STROK-D.l 49 M
STROKS-4
C COMBUSTION CHAMBER LENGTH =CMCHLT
CMCHLT-STROK*«EPSLUM+l)/EPSLUM) M
PA-l.03 BAR
TA=288 K
19
C THE MAIN INPUT VARIABLES
C Pl= FROM COMPRESSOR CHARACTERISTICS BAR
Pl=1.25 BAR
RACK=l.
MFMAX=0.OOO7 KG/CYCL
C ANGLIJ=-30 DEG
T1IPUT=300. K
C R UNIVERSAL GAS CONSTANT=8.2057*(10**-2) (LITER*ATMOSPHER/DEG*MOL)
R=8.2057E-2
C NE=ENGINE SPEED
NEMAX=2000.0 RPM
NEMIN=500. RPM
NE=500 RPM
._ PREVNE=500 RPM
NPT=4
CWRITE=lO
NSTP =180
EVOBDC=-50 DEG
MXIJLT=24 DEG
ADVMCH=l.
TURPWR=4 H.P.
ETATUR=O.25
Explanations of the symbols used:
CALV calorific value of the fuel (J/kg)
EPSLUM compression ratio of the engine
NCLNDR number of ~linders
BORE diameter of cylinder (m)
20
STROK length of stroke (m)
STROKS number of strokes in cycle
CMCHLT combustion chamber length (m)
PA ambient pressure (Bar)
TA ambient temp. (Ko )
PI compressor output pressure (Bar)
RACK fuel control rack (0 ? 1)
MFMAX max. amount of fuel per cycle (kg)
ANGLIJ injection advance angle (deg.)
TlIPUT after cooler output temp. or engine input temp. (K)
R
universal gas constant. (LT.Bar/deg.mol.)
NE Engine speed (r.p.m)
NEMAX max. engine speed (r.p.m.)
NEMIN min. engine speed (r.p.m.)
PREVNE engine speed at previous cycle (r.p.m.)
NPT
number of·points (or cycles) need to be calculated.
CWRITE=lO
parameters used to write out the engine variables
every l£degrees outside the combustion zone.

NS'l'P
number of steps in one stroke of the cycle (deg.)
EVOBDC
the value at which exhaust valve open before B.D.C.
(deg.)
MXIJLT max. value of injection period length (deg.)
ADVMCH
ON - OFF switch to control the digital feedback
controller. (0 or 1)
TURPWR
initial value of the turbine power, it can be set
equal zero but take long time to steady state (H.P.)

ETATUR initial value of turbine efficiency.
2.2.3 FUel and Air calculations
C FUEL AND AIR CALCULATIONS
C THE DIESEL FUEL CONTAINS (13 OR 14) CARBON ATOMS IN THE MOLECULE
C I.E. THE CHEMICAL COMPOSITION MIGHT BE C14.H30
MWFUEL=198. GM/MOL
C THE ATOMIC WEIGHT OF 02=16 N2=14 C=12 GRAMS
C THE COMPLETE COMBUSTION EQUATION OF THE DIESEL FUEL IS
C14 H30 + 21.S*02=14*002 + lS*H20
C THE THEORETICAL AMOUNT OF OXYGEN NEEDED FOR ONE MOL. OF FUEL IS
C EQUAL 21.S*(16*2)=688 GRAMS
C THE AMOUNT OF NITROGEN IS 4*21.S* (14*2)=2408 GRAMS
C THE THEORETICAL AMOUNT OF AIR IS 688+2408=3096 GRAMS
C THE THEORETICAL AIR/FUEL RATIO IS 3096/198=lS .64 GRAMS
C EXCESS AIR FACTOR IS EXES=l.. 7
EXES=l. 7
C THE REAL AMOUNT OF AIR IS 1. 7*3096=S263 GRAMS
C THE REAL AIR TO FUEL RATIO IS AFR=S263/198=26.S8 (WEIGHT/WEIGHT)
AFR=EXES*(21.S(16.*2.)+4.*21.S*(14.*2»/198.0 KG/KG
C THE MOL. WEIGHT IS IN (GRAM/22.4 LITRE)
MWAI R=28. 89 G/22.4LT
C THE MAX. VOLUME OF OOMBUSTION CHAMBER IS
VlMAX=3.14*(BORE**2. /4.0)*CMCHLT*NCLNDR*1.E3 LITRE
V2=VlMAX/EPSLUM LT
C THE MAX.AVAILABLE AMOUNT OF FRESH AIR=SWEPT VOL. OF COMBUSION CHAMBER
VSMAX=VlMAX-V2
C .H ---the chemical composition of the diesel fuel

14 30
MWFUEL---molecular weight ox the fuel
The complete combustion equation of diesel fule is:
C .H + 21.S O 414 CO + IS H 0
14 30 2 2 2
198 + 21.S(16x2) 414(12+16x2) + lS(2+16)
22
The theoretical amount of oxygen needed for one mol of fuel is
2l.5(16x2) = 6aa grams
so the amount of Nitrogen is four times the amount of oxygen, i.ea
4(21.5 x 14x2) = 2408 gram
And the theoretical amount of air is
688 + 2408 = 3096 gram
The theoretical air to fuel ratio is
3096 + 198 = 15.64 (gram/gram)
In fact the real amount of air needed for complete combustion is much more
than the theoretical amount, So the excess air factor was chosen to be
EXES=l. 7
Now the real amount of air needed for one mol can be calculated as
1.7 x 3096 = 5263 grams
.and the real air to fuel ratio is
5263/ = 26.58 (gram/gr~)

198
In the program
AFR = real air to fuel ratio (weight/weight)
MWAIR = 28.89 the average molecular weight of the air

V1MAX max.volume of combustion chamber (Lit)
VSMAX swept volume of the cylinder (Lit)
2.2.4. Optimum advance for certain engine speed
C OPTIMUM ADVANCE FOR CERTAIN ENGINE SPEED
ADVCON=O.O DEG
DO 7 J=l,NPT
C SPOIT=pl*MWAI RI CR*TlI PUT) KG/LIT
SPOIT=pl*MNAIR*lE-3/ CR*TlIPUT)
EETAVo=0.90-Ce.E-8)*CNEMIN**2» KG/CYCL
M1MAX=SPCWT*VIMAX*EETAVO KG/<-'YCL
23
MSMAX=SPCWT*VSMAX*EETAVO KG/CYCL
C MFMAXcMSMAX/AFR KG
TRAMAS.=SPCWT*V2*EETAVO
C MF=MUST BE GIVEN
WRITE(l,5)
5 FORMAT (lHl,/////
WRITE (1,100) MFMAX
100 FORMAT(lHO,40HVALUE OF MAX AMOUNT OF FUEL PER CYCLE = ,F9.8,3HKG)
WRITE (1,5)
WRITE (1,200)
200 FORMAT(lHO,40HTHEORETlCAL PERFORMANCE OF DIESEL ENGINE)
WRITE (1, 5)
MF:RACK*MFMAX KG/CYCL
Explanation.
In this loop any input variable.can be tested like advance contrQller
(ADVCON), input fuel (RACK) and air pressure (Pl). (See the end of the
loop 7-continuel.
Testing of the injection advance is significantly important, as it
has an optimum value depending mainly upon input fuel and output speed.
So the optimum advance is obtained for different values of speed and fuel by
plotting the engine output power for different values of speed and certain
constant values of fuel.
ADVCON is the advance control variable (deg)

SPCWT is the specific weight of air (Kg/Lit)
EETAVO volumetric efficiency at idling speed used for
calculation of initial conditions.

M1MAX max. amount of gas per cycle (kg)
MSMAX max. amount of fresh air per cycle (kg)
MFMAX max. amount of fuel per cycle (kg)
24
TRAMAS the trapped mass of gas in the cylinder Ckg)
MF
is the variable mass of fuel per cycle . Ckg)
as RACK changed from Co ~ 1)
2.2.4.1 Beginning of the Cycle Calculations
C BEGINNING OF THE CYCLE CALCULATIONS
EETAV=O.90 - CC3. E-8)*CNE**2))
Ml=SPCWT*VlMAX*EETAV
KG/CYCL
MS=SPCWT*VSMAX*EETAV
KG/CYCL
C DISASSOCIATION OF INPUT GASES
C INPUT MASS OF 02
M02=Cl6/(16+4. +14. ))*(MS)

KG
C INPUT MASS OF N2
MN2=(4*14/C16 +4. *14. ))*(MS)

KG
C ., INPUT MASS OF C02
MC02=o. 0
C INPUT MASS OF H2o
MH20=0. 0
C INPUT MASS OF 02 WHICH BURNED
M02BRN=O. 0
TI=T1IPUT
K
PI=Pl*EETAV
BAR
CVAIR=ClOOO/29.0)*C20.75S+0.00224S*(TA_273.)) J/KG. K
CVGAS=CVAIR
po 10 1=1, 3
NWRITE=CWRITE
WHITEU, 5)
WHITE Cl, 210) NE , RACK
25
210 FORMAT(lHl,14BENGlNE SPEED= ,F7. 2,2X,6HR. P. H , 10HAND RACK= ,F4. 2)
ANGLIJ(I)=ADVCON-(20 +10. *(MF/MFMAX» DEG

MAXIMJ=ANGLIJ(l) DEG
HININJ=ANGLIJ(I) DEG
C MAXINJ=-50. DEG
C HINIMJ=O. 0 DEG
WRITE (1, 225) ANGLIJ(I)
225 FORMAT(lHO, 20HANGLE OF INJECTION= ,F6. 2,2X, 4HDEG )
Nl=l. 28+ (1.01;;-5) *NE
N2=1. 23+(1. OE-5)*NE
C AIR TO FUEL RATIO AT PRESENT CONDITION
AIRFUL=HS/MF
WRITE (1, 235) AIRFUL
235 FORMAT(lHO, 21HREAL AIR/FUEL RATIO= ,F6. 3 )
AIRMAS (I) =MS*NE*2 /(STROKS*60. 01 KG/SEC

FUELMS=MF*NE*2. 0/ (STROKS*60 r KG/SEC
GASMAS=AIRMAS(I)+FUELMS KG/SEC
WRlTE(1,250) Hl ,GASMAS
250 FORMAT(lHO, 26HMASS OF AIR PER CYCLE Hl= ,F10. 8,3HKG ,10X
,,8HGASMAS= , F7. 5, 7HKG/SECj
Explanation:
EETAV volumetric efficiency of the engine as function
to the speed
Hl mass of air in the combustion chamber at the
initial conditions before any combustion (KG)

MS mass of fresh air entering the combustion
chamber each cycle (KG)

disassociation of input gases before each cycle.
H02 initial mass of oxygen (KG)
MN2 initial mass of nitrogen (KG)
26
MC02 initial mass of carbon dioxide it is
considered = 0 (KG)
MH20 initial mass of vapour =0 (KG)
M02BRN describe the mass of oxygen which is used in
the combustion (KG)
TI the initial temperature in each step in the
cycle which is equal to the after cooler output
temp. in step 1 (K)
PI the initial pressure in each step in the cycle
which is less than compressor output pressure
because of the drop in volumetric efficiency (BAR)
CVAIR is specific heat of air as function to the
ambient temp. (J/KGK)
CVGAS specific heat of the gases which is initially
equal to CVAIR
DO 10 is the inner loop to calculate more than one
cycle and achieve the steady state for
certain conditions
NWRITE a number of steps between each writing of
the cycle variables (DEG)

WRITE (1, 5) to leave space at the beginning of each cycle
WRITE (1,210) engine speed and value of the rack
ANGLIJ is the angle of injection (see 2.2.4.3) (DEG)

MAXIJ max. injection advance, equal to the first
value of ANGLIJ (DEG)

MINIJ min. injection advance, equal to the last
value of ANGLIJ (DEG)

those can be given a certain constant value
27
WRITE (l,225) the current· value of angle of injection
Nl adiabatic exponent for compression it is
considered. function to the speed
N2 adiabatic exponent for expansion, it is
function to engine speed
AIRFUL· is the real air to fuel ratio (KG/KG)

AIRMAS is the air mass flow through the compressor (KG/SEC)
FUELMS is the fuel mass flow through the engine (KG/SEC)
GASMAS is the output gas mass flow through
the turbine (KG/SEC)

WRITE (1,230) mass of air per cycle and output gas mass flow.
2.2.4.2 Compressor Power
C COMPRESSOR POWER
C EETA COMPRESSOR MUST BE TAKEN FROM ITS CHARACTERISTICS
ETACSR=ETATUR
GAMAC=1.4
CSRPWR=TURPWR
Pl=PA*(l+(736.*CSRPWR*ETACSR/(AIRMAS(I)*CVAIR*TA»)**
* (GAMAC/(GAMAC-l» BAR
WRITE(l,265).PL.
265 FORPAT(lHO,28HCOMPRESSOR OUTPUT PRESSURE= ,F4.2,lX,4HBAR
TC=TA* (Pl/PA)** «GAMAC-l)/GAMACl K
WRITE (l,285) TC
285 FORMAT(lX,25HCOMPRESSOR OUTPUT TEMP.= ,F6.2,2HK
CSRPWR=«AIRMAS(I)*CVAIR *TA)/(ETACSR*736.»*
«(Pl/PA)**«GAMAC-l)/GAMAC1-l) H.P
WRITE (1,2901 CSRPWR
290 FORMAT(lX,l 8HCOMPRESSOR POWER= ,F6.3,4HH.P )
28
C TURBINE DYNAMIC EQUATION IS
C ( (TURPWR-CSRPWR) /6. 28) * (60/NTURl=ITCH* (0 NTUR/O T)
C AFTER COOLER TEMP.
ETACOL--Q.5
TlIPUT=TC-ETACOL*(TC-TA) K
WRITE{1,295) TlIPUT
295 FORMAT(lX,24HAFTER COOLER AIR TEMP.= ,F6.2,3H Kl
WRITE (1, 302)
302 FORMAT(lX,5HSTEP ,2X,6HVOLUM ,1X,11HTRAPEO GAS ,lX,9BPRESSURE ,
, lX, 6HTEMP. , IX, 51lMWGAS , lX,8HSP. HEAT, 3X, 5HliORK , 5X, 5HFUEL )
WRITE (1,305)
305 FORMAT(lX,6HDEGRE ,lX,4H{LT),5X,5H(KG) ,6X,5H(BAR},5X,3H{K},2X,
l7H{G/MOL} ,8H{J/KG.K} ,lX, 9H (BAR. LT} ,lX,9H(KG/STP} 1
WRITE Cl, 3l0}

310 FORMAT{lX,'-----------________________________________ _
- - - - - - - - - - - - - - - - - - ______ 1
Explanation:
ETACSR compressor efficiency,it was considered to be
equal to turbine efficiency in the initial
conditions.
GAMAC the air adiabatic exponent used for compressor

CSRPWR the compressor power delivered from turbine (BP)
Pl the compressor output pressure as function to
ambient pressure, compressor power and efficiency,
air mass flow rate, specific heat of air,
ambient temp. and adiabatic exponent (BAR)

TC compressor output temp. as function to ambient
temp., compressor output and input pressure and
air adiabatic exponent for compressor
29
CSRPWR compressor power as function to air mass
flow rate, specific heat, ambient temp.,
compressor efficiency, output and input
pressure, and air adiabatic exponent (lIP)
The dynamic equation of the turbocharger is
illustrated as function to turbine output power,
compressor input power, turbine speed, turbo-
charger moment of inertia and angular

d NTUR
acceleration of turbocharger ( dt ). As the
steady state of the turbocharged engine needs
relatively long time, i.e. the computer
calculation time is very high, therefore only
the steady state conditions is considered.
However the dynamic equation was used in
simpler model, and proven satisfaction, but needs
long computing time (see Appendix 1.2)
ETACOL the efficiency of the air after cooler
of the compressor
TlIPUT the output temp. of after cooler or the input
air temp. to the engine (K)
WRITE (1,295) writing up the after cooler output air temp.
WRITE (1, 302) writing up the heading of the cycle variables
WRITE (1,305) writing up the units of every cycle variable.
2.2.4.3 Modelling of the injection advance:
C MODELLING OF INJECTION ADVANCE PUMP
C COMBUSTION DELAY TIME IS CONSTANT AND EQUAL O. 0010 SEC
C BUT IT IS FUNCTION OF THE R.P.M. SO·
CMBDLY=O. OOlO*(NE/60. 0) *360. 0 (DEG)
30
C ALSO THE END OF COMBUSTION COMES A BIT LATE SO
CMBENo=O. 0030* (NE/60. 0) * (MF/MFMAX) *360. 0

DEGRE
PRETDC=ANGLIJ (I) +CMBDLY
DEG
INJLTH=MXIJLT*(MF/MFMAX)
DEG
PSTTDC=INJLTH+ANGLIJ(I)+CMBEND+CMBDLY
DEG
CMBLTH=INJLTH+CMBEND
DEG
TIMSTP=MXCMLT/CMBLTH
UNIT
IRF=IFIX (CMBLTH+O. 5)
APROXMT
AREAFN=O. 0
CURVl=O. 0
DO 150 L= 1 , IRF
X=L*TIMSTP
UNIT
CURV2=(X**0.25) *EXP (-0.13*ABS (X-6. 5»
AREAI(L)= (CURV2+CURVl)/2. 0
CURVl=CURV2
AREAFN=AREAFN+AREAI (Ll
150 CONTINUE
Explanation:
There is a delay between the injection of the fuel and beginning of

combustion. This time delay can be considered as a constant and its
value in degrees depends upon engine speed, so
CMBDLY = 0.001 * (NE/60.) * 360

(DEG)
It is clear that at higher speeds the combustion takes a larger
proportion of the cycle to complete.
is the tail of COmbustion,it is assumed function
to engine speed and ratio between the partial
and max. mass of fuel per cycle (DEG)

PRETDC
the part of combustion occurs before the T.D.C. (DEG)
31
INJLTH fuel injection period length as function
to max. injection period length, partial
and max. mass of fuel per cycle (OEG)

PS'ITDC the part of combustion which happens after
T.O.C. (OEG)
CMBLTH the total period of. combustion (see fig. (2.1) (DEG)
I
CMBOLY PRETDC PS'ITDC
_I
combustion
. begins ..... !
~ ,
'///// /////////
~,," .'-""'.'
/ '.LL
injection
/ INJL--'l'H I
CMBOLY CMBEND
begins I
- ANGLIJ
T. .C.
Fig. (2.l)
TIMSTP The variable TIMSTP describes the increase
in the time needed for one step (Degree)
with respect to the time per step at max. speed (UNITS)
IRF The approximated length of combustion at a
certain speed (DEG)

AREAFN The initial value of the area of integration
of heat release curve (KG.DEG)

CURVl The' initial value of the heat release curve
00150 to calculate the area of integration of heat
release curve
x Current position in combustion period. '.
CURV2 the mathematical equation of the heat release
curve as function to the current position in combustion
period fig. (2.2)
32
:--:it
....-.~t
. --:-
.;._. -::
,--
33
AREAI the average area of each fuel sample
of heat release curve (KG. DEG.)

CURVl=CURV2 the new value for heat release curve becomes
initial value next step.

AREAFN the value of integration (step by step) of
the heat release function (KG .DEG.)
2.2.4.4 Calculation of intake stroke
C CALCULATION OF INTAKE STROKE
WRITE (1,315)
315 FORMAT(lOx,'CALCULATION OF INTAKE STROKE' )
DEGRE=O
DEG
WORKI=O.O
VI=V2
LT
PRVVCY=V2
LT
SPCWT =Pl*MWAIR*lE-3/(R*TlIPUT} . KG/LT
AREAMO=O.O
KG.DEG.2
DDEGRE=O.O
DO 500 K=l , 181
DEGRE=DEGRE+DDEGRE
DEG
DDEGRE= (180. O/FI.oAT (NSTP JJ DEG
C CONDITIONS OF NEXT STEP
PHI=(DEGREl*3.14/180.0) RADIAN
VCY(K}=V2+«VlMAX-V2l/2.0l*
• (4. 333-COS (PHI)-3. 3333*SQRT(1.-0.09* (SIN (PHIl **2 )ll LT

DVCY=VCY(K)-PRVVCY
PRVVCY=VCY (Kl
IPTMAS=DVCY*SPOwr*EETAV
KG/STP
34
TRAMAS=TRAMAS+ABS (IPTMAS) KG
DM02=IPTMAS*16./(14.*4.+l6.) KG/STP
M02=M02+DM02 KG
DMN2=IPTMAS*(14.*4.)/(14.*4.+l6.) KG/STP
MN2=MN2+DMN2 KG
TCY(K)=(T1IPUT*IPTMAS*CVAIR+TI*TRAMAS*CVGAS)/(IPTMAS*CVAIR+TRAMAS*
*CVGAS) K
MWGAS=(M02*32.+MN2*28.+MC02*44.+MH20*18.)/(M02+MN2+MC02+MH20) . G/MOL
PCY(K)=IPTMAS*R*TCY(K)/(VCY(K)*MWAIR*lE-3 ) +
+TRAMAS*R*TCY(K)/(VCY(K)*MWGAS*lE-3 BAR
TI=TCY(K)
PI=PCY(K) BAR
VI=VCY(K) LT
CV02=(lOOO/32.0)*(20.959+o.oo295*(TCY(K)-273.» J/KG.K
CVN2=(lOOO/28.0)*(20.704+o.OO211*(TCY(K)-273.» J/KG.K
CVC02=(lOOO/44.0) * (27.545+0.00922* (TCY (K)-273.» J/KG.K
CVH20=(lOOO/18.0) * (25.184+o.ooS2S*(TCY(K)-273.» J/KG.K
CVGAS=(M02*CV02+MN2*CVN2+MH20*CVH2O+MC02*CVC02)/
/(M02+MN2+MH20+MC02) J/KG.K
CVGAS=«704.9+o.0708*TCY(K»*Ml+(1833.4+o.4931*TCY(K»*
*MAXMF)/(Ml+MAXMF) J/KG.K
C CVGAS=838. J/KG.K
IF (NWRITE. LT. CWRlTE) GO TO 300
WRITE (1, 3201 DEGRE, VCY (Kl,TRAMAS ,PCY (K) ,TCY (K) ,MWGAS,
, CVGAS, WORKIP ,MFI (K)
320 FORMAT(lX,F4.0,2X,F8.S,2X,F8.7,lX,F7.2,lX,F8.1,2X,FS.2,lX,
,F7.2,lX,F7.2,2X,E12.6 J.
NWRlTE=O
35
300 CONTINUE
NWRlTE=NWRlTE+l
500 CONTINUE
Explanation:
WRITE (1,315) the heading of intake stroke

.
DEGRE initial value of the crank angle (DEG)

WORKI . initial value of the work done per step
VI=V2 initial value of the volume at the T.D.C. (tT)

PRVVCY previous value of the volume in the cycle (LT)
spcwr specific weight of the input air to the engine
in the intake manifold {KG/LT}

moment of area of the heat release curve (KG.DEG2 )
DDEGRE=O.O initial value of the step, i.e. the first
step in the cycle will be the initial conditions (DEG)
DO .5.00 to calculate the intake stroke in 180 steps

DEGRE is the counter of cUrrent angle of the crank
shaft increased by the value of a step every step (DEG)

PBI is the angle of rotation of crank shaft (RADIAN)
VCY(K) is the current volume in the cycle corresponding
to the current degree angle of the crank shaft.
To find the relation between volume of combustion chamber and crank angle.
B.D.C. V1MAl{
..•.. VCY(~l
R
..
A area
xo = R+r
T.D.C.
Fig. (Z.3)
36
PHI - crank anqle
- ABS (DEGRE*3. l4/l80.0) radian
From the drawing Fiq. (2. 3)
sin ~ - ~ and sin a - £R

r
-----
sin a
sin ~
R
~
r
r
R
But the value r

R - -is constant for certain engine and equal to (0.3) in
most enqines, so
sin a - 0.3 sin ~
~l
----~-
or cos 6 - - 0.09 s~n ~

the volume of combustion chamber is propOrtional .to
(X - X) i.e.
O
Xo - X - R + r - R cos a - r cos ,
- r(l-cos+) + a(l - cosa)

and
VCY(+) - V2 + (X - X) • A
O
where A is area of· piston face, then
VCY(,) - V2 + A [r(l-cos,) + R(1-cos6)]
we have ~ - 0.3 then
VCY(~) - V2 + A.r [(l-cos~) + 0~3 (1-cos6)]

we have
A.r - Vl~-V2 half the swept volume
and cos6 - ~l-o.09 s~n. then
VCY(+) - V2 + «VlMAX - V2)/2.0)*
(4.333-cos+ - 3.333 ~l-o.09 s~n.)

in the program
VCY(K) - V2 +- (V1MAX - V2)/2.0)*
(4.333 - cos (PHI) - 3.333*SQRT(1-a.09*SIN(PHI)**2.»)
37
DVCY=VCY(K)-PRVVCY the change in the volume of the combustion
chamber, and equal to the current volume minus
previous volume (LT)
PRVVCY the previous value of the volume exchanged
by the new value (LT)
IPTMAS input mass of air to the engine per step as
function to the change in volume per step, specific
weight of the air and volumetric efficiency (KG/STP)
TRAMAS the total mass trapped in the combustion chamber
increased by input mass in each step. (KG)
PMQ2 the input mass of oxygen to the engine (KG/STP)
M02 the trapped mass of oxygen in the engine (KG)
DMN2 the input mass of nitrogen to the engine (KG/STP)
MN2 the trapped mass of nitrogen in the engine (KG)
TCY the average temp. of the-input and residual
gases in the combus~ion chamber, it is function
to the temp., mass and specific heat of both input
and residual gases (K)
MWGAS the average molecular weight of gases (oxygen,
nitrogen, carbon dioxide and vapour) (G/MOL)
PCY the summation of the input pressure and residual
gases pressure over-the increasing volume of the
combustion chamber (BAR)
TI the value of previous temp. is exchanged by
new value (K)
PI the value of previous pressure is exchanged by
new value (BAR)
VI the value of previous_volume is exchanged by
new value (LT)
38
CV02, CVNN2, CVC02, CVH20 the linearized values of specific
heat of oxygen, nitrogen, carbon dioxide and
vapour as function to the temp. (J/KG.K)
CVGAS the average specific heat of the gases (J/KG.K)
A formula is derived to calculate the specific heat of the
combustion gases at any temperature knowing the mass of
the pure air and the mass of burned fuel, see Appendix _ (2 )
This equation has proven a very satisfactory accuracy.

CVGAS=838 this is the constant value Of. specific heat
which gives an acceptable error when calculating
the engine performance (see next Chapter -~) paragraph (4.2).

IF (NWRITE made to jump over write(1.320) when writing is
not necessary. This is controlled by
NWRITE and CWRITE.
WRITE (1, 320) to write the current values of crank angle, cylinder
volume, gases mass, pressure, temp., molecular
weight, specific heat, work done, mass of fuel
burned through the cycle.
NWRITE=O to set NWRITE to zero in each writing of the
previous variables.
NWRITE=NWRITE+l is a counter for the previous jumps over
write (1,320)
2.2.4.5 Calculation of compression stroke
C CALCULATION OF COMPRESSION STROKE
MAXMF=o.o
liORKC=o.O
liORKEX=O.O
DEGCMB=O.O
39
WRITE (1,3231
323 FORMAT (lOX, 'CALCULATION OF COMPRESSION STROKE' )
WRITE (1,310)
DO 700 K= 181, 360
DEGRE=DEGRE+DDEGRE DEG
DDEGRE=(180.0/FLOAT(NSTP » DEG
Explanation:
At the beginning of this stroke a zero initial value must be given
to the variables, max. mass of fuel, work done in compression stroke, work
done in expansion stroke, counter of the combustion angle (period).

WRITE (1,323) the heading of compression stroke
WRITE (1,310) writing a straight line under the heading
00,700 to calculate the compression stroke in 180 steps
DEGRE counter for the crank shaft angle (DEG)
DDEGRE the length of each step (DEG)
2.2.4.5.1 Conditions of next step without combustion
C CONDITIONS OF NEXT STEP WITHOUT COMBUSTION
PHI=ABS(DEGRE*3.l4/l80.0) RADIAN
VCY (K) =V2+ ( (V1MAX-V2) /2.01 *
• (4.333-COS(PHI)-3,3333*SQRT(1.-0.09*(SIN(PHI)**21» LT
C INTAKE VALVE CLOSURE
SPCWT=PI*MWGAS*lE-3/(R*TI) KG/LT
C DVCY=VCY(K)-PRVVCY
C PRVVC¥=VCY(K)
C IPTMAS=DVCY*SPQiT KG/STP
C TRAMAS=TRAMAS+IPTMAS KG
PCY (Xl =PI* (VI/VCY (K) I **Nl BAR
TC¥(KI=TI*(VI/VCY(KII**(Nl-ll K
'40
CV02=(1000/32.0)*(20.959+0.00295*(TCY(K)-273.)) J/KG.K
CVN2= (1000/28.0) * (20.704+0.0021l*(TCY(K)-273.)) J/KG.K
CVC02=(1000/44.0) * (27.545+0.00922* (TCY(K)-273.)) J/KG.K
CVB20=(1000/18.0) * (25.184+0.00525* (TCY(K)-273.)) J/KG.K
CVGAS=(M02*CV02+MN2*CVN2+MH20*CVH20+MC02*CVC02)/
/M02+MN2+MH20+MC02) J/KG.K
CVGAS=«704.9+0.0708*TCY(K))*M1+(1833.4+0.4931*TCY(K))*MAXMF)/
/(M1+MAXMF) J/KG.K
C CVGAS=838. J/KG.K
MWGAS=(M02*32.+MN2*28.+MC02*44.+MH20*l8.)/(M02+MN2+MC02+MH20) G/MOL
Explanation:
PHI equal to crank angle DEGRE (Radian)
VCY the current volume of the cycle (LT)
for more detail see intake stroke para~ (2.2.4.4)
The intake value closure is occurs at T.D.C. and the next
few lines are a foundation to model the valve closure
after T.D.C. but it is abandoned
PCY the current pressure in the combustion chamber
TCY the current temp. in the combustion chamber
the pressure and temp. is function to the change in volwne
and adiabatic exponent in compression
CVC02 calculation of the specific heat of the gases and
average molecular weight, for more detail see intake stroke. para (2.2.4.4)
2.2.4.5.2 Injection Conditions (or combustion conditions)
C INJECTION CONDITIONS
IF (DEGRE-360.) .LT.PRETDC) GO TO 710
IF (DEGCMH.GT. (CMBLTH-DDEGRE)) GO TO 710
41
Explanation:
This IF-statements is to determine the beginning and end of combustion
and allow fuel samples to take values in the combustion period.
2.2.4.5.3 Combustion under Constant Volume
C COMBUSTION UNDER CONSTANT VOLUM
NWRlTE=CWRlTE
DEGCMB=DEGCMB+DDEGRE
DEG
NCOMB=IFIX(DEGCMB+0.5)
APPROXMT
XCOMB=NCOMB*TIMSTP
BETFN2=(XCOMB**0.25)*EXP(-0.13*ABS(XCOMB_6.5»
BEATRL(NCOMB)=(BETFN2+BETFN1)*MF/(2.0*AREAFN) KG/STEP
C BEATRL(NCOMB)=«2./CMBLTB)-(2./CMBLTB**2.)*(OEGCMB_0.5»*MF KG/STEP
HETFNl=HETFN2
MFI(K)=BEATRL(NCOMB)
KG/STEP
AREAMO=AREAMO+BEATRL (NCOMB) *DEGCMB KG.OEG 2
TRAMAS=TRAMAS+MFI (Kl KG
MFCUR(KI=MFI(K)*1.E6/00EGRE MG/OEG
MAXMF=MAXMF+MFI(K) KG
CNTROO= (AREAMO/MAXMFI +PRETOC OEG
C SP. BEAT AT CONSTANT VOLUM
J/MOL. K
C OUTPUT MASS OF C02 IN TBIS STEP IS (SEE COMBUSTION EQUATION)
C02I=(14*44/l98.0) *MFI (K)
KG
MC02=MC02+C021
KG
C OUTPUT MASS OF H20 IN TBIS STEP IS (SEE COMBUSTION EQUATION)
H20I= (15*18/198.0) *MFI (K)
KG
MH20=MH20+H201
KG
CVGAS=(M02*CV02+MN2*CVN2+MH20*CVH20+MC02*CVC02)/
/(M02+MN2+MH20+MC021
J/KG.K
42
MWGAS=(M02*32.+MN2*28.+MC02*44.+MH20*18.)/(M02+MN2+MC02+MH20) G/MOL
ETAUSE=O.65* (EXES*MFMAX/MF) **0.1
C COMBUSTION TEMP. CALCULATIONS
TI2=TCY (K) K
PI2=PCY (K)
TCY(K)=TI2+«HEATRL(NCOMB)*CALV*ETAUSE)/(TRAMAS*CVGAS» K
PCY(K)=PI2*(TRAMAS+HEATRL(NCOMB»*TCY(K)/(TRAMAS*TI2) BAR
710 CONTINUE
Explanation:
It is conventionally called combustion under constant volume.
NWRITE=CWRITE Resetting the value of NWRITE because it is necessary
to write up the cycle variables every step during
combustion.
DEGCMB the counter for combustion angle (DEG)
NCqMB equal DEGCMB approximated to the nearest integer (DEG)

XCOMB the current position 1n the combustion period as
function to current step in combustion and relative
time step. (It was explained in the modelling
of injection pump)
HETFN2 the mathematical equation to describe the heat
release function.
HEATRL the value of one sample of burned fuel, it is the
normalized average of two successiV&"samp~es multiplied
by the current value of the fuel MF (KG/STP)
C••• HEATRL is a new triangular shape heat release function
it is one of the heat release functions which has
been tested (See chapter 4 ) para. (4.3) (KG/STP)
HETFNI exchange the old value of the heat release function
with the new valu"e
43
MFI mass of fuel burned each step (KG/STP)
AREAMO Integration of the moment of area of the heat
release curve
TRAMAS The trapped mass of gases increases during
combustion (KG)
MFCUR similar to MFI or BEATRL, used for plotting.
MAXMF The total amount of fuel burned up to this point
in the cycle (KG)
CNTROD the centroid of heat release curve related to
the T.D.C. (DEG)
C02I the mass of CO produced in each step (KG/STP)

2
MC02 the mass of CO produced so far in the cycle (KG)
2
M02BRN the mass of 02 burned in each step (KG/STP)
M02 the residual mass of O (KG)

2
H2O! the mass of water vapour produced in each step (KG/STP)
MH20 the total mass of water vapour produced so far in the
cycle (KG)
CVGAS the mean specific heat of the gas at current step (J/KG.K)
ETAUSE an empirical formula to describe useful efficiency
of the fuel, taking into consideration the amount of
non-useful fuel going to heat the cooling water ••• etc.
TI2,. PI2 the temp. and pressure produced from adiabatic
compression, because the rise in temp. due to
combustion is taken into consideration in next equation.
TCY,PCY the new temp. and pressure after taking combustion
into consideration. They were derived as follows:
Calculation of Pressure and Temp. during Combustion
The temp. and pressure in the cycle changes adiabatically according to
the lctw
. y-l
= constant , and TV = constant.
44
But during the combustion an external heat added to the system.
So the combustion can be analysed theoretically in two stages. First stage
is the adiabatic changes, and second stage is the heat addition to the
system. Fig. (2.4]

Stage (I] Stage (Il)
P3 T3 V3
P l Tl Vl adiabatic P 2 T2 V2 combustion
changes
V3 = V2
m m = ml heat
l 2 addition m~
Fig. (2.4)
In stage (I) the mass of the gases in combustion chamber is unchanged
and
V
P
2
= P (
1 V
-1:: )y where y is adiabatic exponent
2
V
1 y-l
= T ( -)
1 V
2
In stage (rI) the combustion heat added to the system increases the
temp. and pressure as the volume is considered constant,
T T + Jlheat
3 = 2 m .CV (the temp. increase due to heat release)
3
where CV is specific heat at constant volume and m3 = m + m

2 f
and m = mass of fuel burned.

f
From the General gas equation P is equal
3
V2 T3m3
- --
V3 T2m2
=
i.e. (the pressure increase due to heat release)
45
710 The end of combustion calculation under constant volume.
2.2.4.5.4 Work done in Compression Stroke:
DWORK=((PCY(K)+PI)/2.0) * (VCY(K)-VI) (BAR. LT)

WORKC=WORKC*DWORK
Explanation:
DWORK is the increment of work done in this step and it is equal·
to the mean pressure multiplied by the change
in volume (BAR. LIT)

WORKC is the summation of work done so far in each step
of the compression cycle.
2.2.4.5.5 How to Detect Max.Combustion Pressure
C HOW TO DETECT MAX COMBUSTION PRESSURE
IF(PI .LT.10.) GO TO 705
IF (NP3MAX.EQ.l) GO TO 705
IF «PCY(K)-PI ).GT.O.) GO TO 705
NP3MAX=NP3MAX+l
P3 (I) =PI
705 CONTINUE
IF (NWRITE •.LT.CWRITE) GO TO 327
WRITE (1,320) DEGRE,VCY(K),TRAMAS ,PCY(K) ,TCY(K) ,MWGAS,CVGAS,

,WORKC ,MFI (K)
NWRITE=O
327 CONTINUE
NWRITE=NWRITE+1
VI=VCY(K)
LT
TI=TCY(K)
K
PI=PCY(K)
BAR
700 CONTINUE
46
Explanation:
Due to changing of the injection advance, the max. combustion pressure
changes in value and position. So it is necessary to detect that maximum

and store it in its array.
The method of detection is to observe the sign of the difference
between two successive pressures and when this sign is changed then the
pressure will be picked up and stored.
IF(NP3MAX. EQ.l) GO TO 705. Part of the detection process.

NP3MAX _ number of changes of sign
NP3MAX = 0.0 means there is no change in Sign
NP3MAX=l.0 means the change in sign has happened
and the pressure has been detected,
so it is passed over.
IF(PCY(K)-PI).GT.OI GO TO 705
IF.<present·pressure-previous pressurel.GT.O) that means that
the pressure is still increasing, so
pass over.
If not, detect this change in sign and
record this change by increasing NP3MAX
from zero to one. (It will be set to
zero again at end of each cyclel.

P3 {Il = PI Now it is recording the pressure at
which a change in.sign happened.

705 - continue is the end of max.combustion pressure
detection.
IF statement to control writing the variables
(see intake strok)para. (2.2.4.4)
Now at the end of the step calculations, it is necessary to write
all variables: DEGRE, volume of cycle, trapped mass, pressure of cycle,
47
temp. of cycle, molecular weight of gases, specific heat, work done so far
during compression, mass of fuel burned at this step.
After recording certain variablesJh this step, they are initial
conditions for the next step, so it is necessary to store them as
undimensioned variables to be used at next step. These variables are:

VI initial volume
TI initial temp
PI initial pressure
700 - continue - is the end of step of compression stroke.
2.2.4.6 Calculation of Expansion Stroke
C CALCULATION OF EXPANSION STROKE
WRITEC1,329}
329 FORMAT (lOX, 'CALCULATION OF EXPANSION STROKE'}
WRITE (1, 310}
DEGT=O.O
00 900 K= 361,540
C FOR EXPANSION (P*V}**(N2}=CONSTANT
DDEGRE=(180.0/FLOAT(NSTP )} DEG
DEGRE=DEGRE+DDEGRE DEGRE
Explanation:
WRITE (1, 329) the title of expansion stroke
DEGT=O.O variable to describe the time/step variation to be
used in exhaust valve modelling
00900 to calculate the expansion stroke over 180 steps

DDEGRE,DEGRE See intake and compression stroke para. C2.2.4.4}
and C2.2.4.5}
48
2.2.4.6.1 Conditions of Next Step Without Combustion
C CONDITIONS OF NEXT STEP WITHOUT COMBUSTION
PHI=ABS (DEGRE*3. 14/180.0) RADIAN
VCY(K)=V2+«VlMAX-V2)/2.0)*
• (4. 3333-COS (PHI)-3. 3333*SQRT(1.-0.09* (SIN (PHI) **2 ))) LT

SPCWT=PI*MWGAS*lE-3/(R*TI) KG/LT
PCY(K)=PI *(VI /VCY(K))**N2 BAR
~ ..
~
TCY (K) =TI* ( (PCY (K) /PI) ** «N2-1) /N2) ) '~ K
CV02= (1000/32.0) i{;.O. 959+0.00295* (TCY (K) -273.) ) J/KG.K
CVN2= (1000/28.0{ * (20. 704+O.OO21V (TCY (K)--I73 .)) J/KG.K
. ( ~'
CVC02= (1000/44.0) * (27.545+0.00922* (TCY(K)-273.)) J/KG.K
CVH20=(1000/18.0)*(25.184+0.oo525*(TCY(K)-273.)) J/KG.K
/(M02+MN2+MH2O+MC02) J/KG.K
CVGAS= «704. 9+0. 0708*TCY (K) f*Ml+ (1833.4+0. 4931*TCY (K)) *MAXMFJ /
/ (Ml+MAXMF) J/KG.K
C CVGAS=838 J/KG.K
Explanation:
This is all explained previously in Compression Stroke but here
the expansion exponent N2 is different.
2.2.4.6.2 Combustion Under Constant Pressure
.C COMBUSTION UNDER CONSTANT PRESSURE
IF (DEGRE-360.) .LT.PRETDC) GO TO 910
..
IF (DEGCMB.GT. (CMBLTH-DDEGRE)) GO TO 910
NWRITE=CWRlTE
DEGCMB=DEGCMB+DDEGRE DEG
NCOMB=IFIX(DEGCMB+O.5) APROXMT.
XCOMB=NCOMB*TIMSTP
HETFN2=(XCOMB**0.25)*EXP(-0.13*ABS(XCOMB-6.5))
49
HEATRL (NCOMB) = (HETFN2+HETFNl) *MF/(2.0*AREAFN)
KG/STEP
C HEATRL(NCOMB)=«2./CMBLTH)-(2./CMBLTH**2.)*(DEGCMB_0.S»*MF KG/STEP
HETFNl=HETFN2
MFI(K)=HEATRL(NCOMB)
KG/STEP
AREAMO=AREAMO+HEATRL (NCOMB) *DEGCMB
KG.DEG 2
TRAMAS=TRAMAS+MFI (K)
KG
MFCUR(K)=MFI(K)*1.E6/DDEGRE
MG/DEG
MAXMF=MAXMF+MFI (K)
KG
CNTROD= (AREAMO/MAXMF) +PRETDC DEG
C SP. HEAT .AT CONSTANT VOLUM
J/MOL. K
C OUTPUT MASS OF C02 IN THIS STEP IS (SEE COMBUSTION EQUATION )
C02I=(14*44/198.0)*MFI(K)
KG
MC02=MC02+C02I
KG
C MASS OF 02 WHICH BURNED IN THIS STEP IS
M02BRN=(21.S*(2*16)/198.0}*HFI(K) KG
C THE RESIDUAL MASS OF 02 IS
M02=M02-M02BRN
KG
C OUTPUT MASS' OF H2o IN THIS STEP IS (SEE COMBUSTION EQUATION )
H20I=(15*18/198.0} *MFI (K)
KG
MB20=MH20+H20I
KG
CVGAS=(M02*CV02+MN2*CVN2+MH20*CVH2O+MC02*CVC021/
/(M02+MN2+MH20+MC021
J/KG.K
CVGAS=«704.9+O.0708*TCY(KI)*Ml+(1833.4+O.4931+TCY(K»*MAXMF)/
/ (Ml+MAXMF)
J/KG.K
C CVGAS=838.
J/KG.K
MWGAS=(M02*32.+MN2*28.+MC02*44.+MH20*18.1/(M02+MN2+MC02+MH20) G/MOL
C COMBUSTION TEMP. CALCULATIONS
TI2=TCY(KI
K
50
PI2=PCY(K)
TCY (K)=T12+ UIlEATRL (NCOHBI.*CALV*ETAUSE) / (TRAMAS*CVGAS) ) K
PCY(K)=PI2*(TRAMAS+IlEATRL(NCOHB»*TCY(K)/(TRAMAS*TI2) BAR
910 CONTINUE
Explanation:
It is conventionally called combustion under constant pressure.

IF Two IF statement means if the combustion has not started
yet or if it has finished then passed over.

NWRITE to write the variables of the cycle every step
DEGCMB combustion period counter (DEG)
NCOHB equal to DEGCMB approximated to the nearest integer
XCOHB the current position in combustion period as
function to current combustion step and current time
step. (See modelling of injection pump paragraph 2.2.4.3)

HETFN2 the mathematical equation to describe the heat
release function
IlEATRL the value of one sample of burned fuel (KG/STP)

C•• IIEATRL Triangular shape of heat release function (KG/STP)
HETFNl exchange the old valve of the heat release function
with the new valve.
MFI mass of fuel burned each step (KG/STP)

AREAMO Integration of the moment of area of the heat
release curve 2
(KGFUEL. DEG )
TRAMAS trapped mass of gases along the cycle (KG)
MFCUR similar to MFI, used for plotting.
MAXMF the total amount of fuel burned up to this point
in the cycle (KG)

CNTROD the centroid of the heat release curve related
to the T.D.C. (DEG)
51
For obtaining the specific heat, disas.sociation of gases, molecular
weight, temp. and pressure see the Combustion Under Constant Volume para.2.2.4.s.3.
2.2.4.6.3 Work Done in Expansion Stroke
C WORK DONE IN EXPANSION STROKE
DWORK~«PCY(K)+PI )/2.0)*(VCY(K)-VI BAR. LT

WORKEX=WORKEX+DWORK BAR.LT
See work done in Compression Stroke, 2.2.4.5.4.
2.2.4.6.4 How to Detect Max. Combustion Pressure
IF (NP3MAX.HQ.l) GO TO 905
IF «PCY(K)-PI ).GT.O.) GO TO 905
NP3MAX=NP3MAX+l
P3(I)=PI
905 CONTINUE
See Compression Stroke, 2.2.4.5.5
2.2.4.6.5 Exhaust Valve Opening
C EXHAUST VALVE OPENING
IF (DEGRE.LT. (s40.+EVOBDC» GO TO 903
DDEGT=(DDEGRE*60.0)/(NE*360.0) SEC
TI3=TCY(K)
PI3=PCY(K)
RVALV=O.018
DLTAP=(PI3-Pl)*RVALV*EXP(-DDEGT) BAR
PCY(K)=PI3-DLTAP BAR
TCY(K)=T13* «PCY(K)/PI3)** «N2-l)/N2» K
TRAMAS=PCY(K)*VCY(K)*MWGAS*lE-3/(R*TCY(K» . KG
903 CONTINUE
IF(K.NE.(3*NSTP» GO TO 324
52
NWRlTE=CWRlTE
TS (I) =TCY (K) K
VS (I) =VCY (K) LT
PS (I) =PCY (K) BAR
324 CONTINUE
IF (NWRlTE. LT. CWRlTE) GO TO 328
WRITE (l,320) DEGRE,VCY(KI,TRAMAS ,PCY(K) ,TCY(K) ,MWGAS,CVGAS,
,WORKEX ,MFI (K)
NWRlTE=O
328 CONTINUE
NWRlTE=NWRlTE+1
VI=VCY(K) LT
TI=TCY(K) K
PI=PCY(K) BAR
900 CONTINUE
Explanation:
IF a key to allow this model to function when
the exhaust valve is open
DDEGT the time needed for one step (SEC)
PI3, TI3 The pressure and temp. of the gases needed to be
recalculated in the exhaust process
RVALV overall valve resistance to the exhaust gases
DLTAP The drop in the cylinder pressure due to escape
of exhaust gases. It is function to pressure
difference, valve resistance and time exponential
function. (BAR)
PCY The residual pressure after one step (BAR)
TCY There is some drop in temp. due to gas escape
adiabatically (K)
53
TRAMAS The residual mass of gases each step (KG)
903 CONTINUE the end of exhaust valve model.
IF{K.NE... To store the last value of temp., pressure and
volume in the expansion stroke

T5, PS, VS The temp., pressure, volume at the end of
expansion stroke
IF {NWRITE ••• To control the writing of cycle. variable
(see intake stroke 2.2.4.4)

VI, TI, PI Exchange the old values of volume, temp. and
pressure by the new values for next step
2.2.4.7 Calculation of Exhaust Stroke
C CALCULATION OF EXHAUST STROKE
PRVVCY=VI
WRITE Cl, 332}
332 FORMAT {lOX, 'CALCULATION OF EXHAUST STROKE'}
WRITE {1,3l01
DO 1100 K= 541, 720
DDEGRE={l80,0/FLOAT{NSTP 11
DEG
DEGRE=DEGRE+DDEGRE
DEGRE
OLDMAS=TRAMAS
C CONDITIONS OF NEXT STEP
PHI=ABS{DEGRE )*3.14/180.01
RADIAN
VCY{KI=V2+{{V1MAX-V21/2.01*
• (4. 3333-COS {PHI)-3. 3333*SQRT{1.-0.09* {SIN (PHI) **2 III LT

C MASS OUTLET DUE TO PISTON MOVEMENT
DVCY=VCY(KI-PRVVCY
OUTMAS=TRAMAS*DVCY/PRVVCY
KG
PRVVCY=VCY(K)
TRAMAS=TRAMAS-ABS (OUTMASI
KG
54
C MASS ESCAPED DUE TO HIGH PRESSURE
DLTAP=(PI-P1)*RVALV*EXP(-DDEGT) BAR
PCY(K)=PI-DLTAP BAR
TCY(K)=TI*«PCY(KI/PI)**«N2-1)/N2» K
TRAMAS=PCY(K)*VCY(K)*MWGAS*lE-3/(R*TCY(K» KG
VI=VCY(K)
PI=PCY{K)
TI=TCY(K)
C RESIDUAL MASS OF EACH GAS IS
RESDUL--TRAMAS/OLDMAS 0/0
M02=M02*RESDUL KG
MN2=MN2*RESDUL KG
MC02=MC02*RESDUL KG
MH20=MH20*RESDUL KG
CV02=(lOOO/32.01*(20.959+O.00295*(TCY(K)-273.» J/KG.K
CVN2=(lOOO/28.0)*(20.704+0.00211*(TCY(K)-273.» J/KG.K
CVC02=(lOOO/44.01 * (27.545+0.00922* (TCY(K)-273.» J/KG.K

CVH20=(lOOO/18.0) * (25.184+0.00525* (TCY(K)-273.» J/KG.K
/(M02+MN2+MH20+MC02) J/KG.K
CVGAS=«704.9+O.0708*TCY(K»*M1+(1833.4+o.4931*TCY(K»*MAXMF)/
/ (Ml+MAXMFI J/KG.K
CVGAS=838 J/KG.K
IF (NWRlTE.LT. CWRlTE) GO TO 335
WRITE (1, 320) DEGRE,VCY(K),TRAMAS ,PCY(K),TCY(K) ,MWGAS, CVGAS ,
, WORKXH , MFI (K)
NWRlTE=O
335 CONTINUE
NWRlTE=NWRITE+1
1100 CONTINUE
55
NP3MAX=O
WRITE (1, 340) MAXMF, CNTROD
340 FORMAT(lX,30HFUEL INJECTED IN,THIS CYCLE = ,F10.9,3BKG ,3x,36HTHE
• CENTROID OF HEAT CURVE LIES AT ,F6.2,lX,18HDEG. BEFORE T.D.C.)

Explanation:
PRWCY The previous value of combustion chamber volume (LT)

WRITE(1,332) The title of exhaust stroke
DO 1100 perform the exhaust calculation over 180 step$
DDEGRE The length of one step (DEG)
DEGRE The crankshaft angle counter (DEG)
PHI Equal to DEGRE (RADIAN)
VCY The current volume in the cycle (LT)
It is assumed that there are two actions to empty the combustion
chamber. First one is the piston movement, the second is the high
pressure in the cylinder.
DVCY The'change in cylinder volume each step (LT)

The mass outlet due to piston movement, it is
". function to (tr~i~d

cy n ermas~
vc ume ) and change in .volume (KG)
PRWCY Exchange the previous value with the new value
of the combustion chamber volume (LT)

The residual mass of gases in the cylinder (KG)
DLTAP The drop in' cylinder pressure due to the escape of the
gases, it is explained in Exhaust Valve OPening
(2.2.4.6.5)
VI, PI, TI Exchange of the value of volume, pressure,.temp.
with the new values used for next step

RESDUL The residual coefficient of gas mass in cylinder
M02, MN2, MC02, MH20 The residual masses of the oxygen, nitrogen,
carbon dioxide and water vapour (KG)
For the procedure of obtaining specific heat of gases, see
the Intake Stroke (2.2.4.4)
56
IF (NWRITE ••• ) To control the writing of the main variable in
the cycle, see Intake Stroke (2.2.4.4)
llOQ-CONTINUE Is end of exhaust stroke.
NP3MAX To set this number to zero, i.e. the max. pressure
detector is ready to function in next cycle
See (2.2.4.5.5)
WRITE (l,340) To write the values of summation of fuel samples
burned in the cycle, it must be approximately
e~al to the input mass of fuel MP. Also to
write the centroid of the heat release curve
with respect to the T.O.C.
2.2.4.B Work done per Cycle
C WORK DONE PER CYCLE
WORK=WORKEX+WORKC BAR. LT
IMEP=WORK/(VlMAX-V2) BAR
WRITE (l,36B) IMEP
36B FORMAT(lOX,6HIMEP= ,F6.3,4HBAR )
C CALL Cl05lN
C CALL AXIPLO(O,l50.,200.,1,l,lO,lO,O.,lO.OO,O.,l20.,'CYCLE VOLUME(L
C .T)',l6,'CYCLE PRESS. (BAR) ',l7)
C NCY=NSTPC+NSTPEX
C CALL GRAPOL(VCY,PCY,NCY)
C CALL GRAPOL(VCY,MFCUR,NCY)
C CALL OEVEND
The nett amount of work (WORK) is equal to the output work in
expansion stroke minus the work done in compression stroke, i.e.
WORK=WORKEX+WORKC
57
The indicated mean effective pressure CIMEP) in this cycle is the
nett work over the swept volume, i.e.
WORK
IMEP = VIMAX-V2
writing the indicated mean effective pressure in the current cycle. Calling
the line printer to plot the pressure of the cycle against the volume and
the amount of fuel injected against the volume if required.
Choosing the axis dimensions

NCY is the total number of steps during compression stroke
and expansion stroke
CALL GRAPOL C'-) to plot the volume of the cycle against the pressure,
i.e. P-V diagram
CALL GRAPOL (--) to plot the mass of fuel injected Cor burned) through
the current cycle.

Call device end.
2.2.4.9 HOw to Clear Arrays to be Used Again
DO 1200 K=l, 720
MFI (K) =0.0
VCY(K}=O.O
PCY(K)=O.O
MFCUR (K) =0.0
1200 CONTINUE
It is necessary to clear the mass of fuel array MFI(K) to be used
next cycle, otherwise spurious values will be written by means of WRITE (1,320) ,
so a DO statement number 1200 - was used from 1 up to 2 (NSTPC + NSTPEX) to

clear all the array.
58
2.2.4.10. Exhaust"Parameters (Before Turbine)
P5EXH ~ (PI+P5(I»/2.0
WRITE (2,360) P5EXH
360 FORMAT(10X,19EXHAUST PRESS P5~ ,F5.3,4HBAR)
T5EXH~ (TI+T5(I»/2.0
WRITE(2,363) T5EXH
363 FORMAT(10X,17HEEXHAUST TEMP.T5~ ,F8.3,2HK)
FMEP~O 0.0015 * NE BAR

WRITE (2,370)FMEP
370 FORMAT(10X,6HFMEP~ ,F6.3,4HBAR)
BMEP(I)~IMEP-FMEP
BAR
WRITE(2,375) BMEP(I)
375 FORMAT(10X,6HBMEP~ ,F7.4)
Writing out the exhaust parameters, i.e. at the end of expansion

stroke
Writing out the average exhaust manifold pressure PS E)( If
Writing out the average exhaust manifold temp. T5EXH
FMEP is friction mean effective pressure. It is an empircal

formula depending upon the' speed of the engine •• (BAR)
Writing out the value of friction mean effective pressure in this cycle
BMEP is the brake mean effective pressure in this cyCle.
Writing out the brake mean effective pressure of the current cycle.
2.2.4.11. calculation of Engine OUtput Performance
RPM(I)~NE
R. P .M.
BHP(I)~BMEP(I)*V1MAX*NE/225.0*STROKS) H.P.
IHP(I)~IMEP*V1MAX*NE/(225.0*STROKS) H. P.
FUEL(I)~MF*NE*60.0/( 2.0*IHP(I» KG/HP.HR

TORQ(I)~7l6.2*BHP(I)/RPM(I)
KGF.M
EXPLANATION:
'BHP(I) is the brake horse power of the engine at the current cycle
59
It depends upon the swept volume engine, the speed and the number
of strokes of the engine cycle.
IHP(I) is the indicated horse power of the engine; it is
similar to BHP(I) but here we use the indicated mean
effective pressure.
FUEL (I) is fuel consumption of the diesel engine. It depends
upon mass of fuel injected in each cycle, the engine
speed and the output power.
TORQ(I) is the nett torque developed on the engine shaft,
it depends upon the brake horse power and the speed
of the engine.
2.2.4.12 Turbine Power
C TURBINE POWER
GAMAEX=l. 30
C ETATUR=FROM TURBINE CHARACTERISTICS (NOT CONSTANT)
C TURBINE BLADESPEED=6.28*NTUR*RADUS/60.0
BLSPED=6.28*(30.*NE)*0.05/60.0
C ISENTROPIC EXPANSION VELOCITY
EXPVEL=SQRT(2.*CVGAS*T5E>H*(1.-(PA/P5EXH )**«GAMAEX_l)/GAMAEX»)
ETATUR=1.2*(BLSPED/EXPVEL) **(0.81)
TURPWR=ETATUR*GJ\SMAS*CVGAS *TSEXH *
«1- (PA/F5EXH) ** «GAMAEX-l) /GAMAEXl) / (736.0) H.P.

WRITE (1,425) TURPWR ,ETATUR
425 FORMAT(10X,15BTURBINE POWER= ,F8.3,3HBP ,3X,8BETATUR= ,F3.2)
TMPOUT=T5 (I) * «PA/P5 (I) ) ** «GAMAEX-l) /GAMAEX) ) K
WRITE(1,435) TMPOUT
435 FORMAT(10X,22HTURBINE OUTPUT TEMP.= ,F6.l,2X,2HK )
Explanation:
GAMAEX The coefficient of adiabatic expansion of the
gas through the turbine.
60
BLSPED The turbine average blade speed
M/SEC
EXPVEL The isentropic expansion velocity of the gases
through the turbine. It is function to specific

heat, pressure, temp. of output gases and ambiant
pressure.
ETATUR
The efficiency of the turbine, it was taken from its
characteristics.
TURPWR Is tmoutput power of the turbine. It depends upon:
turbine efficiency, the mass of the flowing gas, the
specific heat of the gas, the exhaust gases temp., the
atmospheric pressure, the input (or exhaust) pressure
and the coefficient of adiabatic expansion.
Then writing out the current value of turbine power, efficiency

and output temp.
2.4.1.3 Cooling Calculations
ALLBEAT=FUELMAS*CALV-BHPCI) *736-GASMAS*CVGAS* CTMPOur-TAI J/SEC

nW=TA+10
K
C RCC, ECC IS COOLING COEFFICIENTS OF RADIATOR AND ENGINE
BLOCK
KG.J/KGK
RCC=O.8*NE
ECC=300
T2W(I)=T1W+ALLHEAT/(RCC+ECC)
K
WRITE(2,4501 T2W(I)
450 FORMAT(10X,13HWATER TEMP.= ,F6.2)
IF(T2W(I).GT.350) GO TO 1000
C CLOSE THERMOSTAT AT COLD CONDITIONS
T2W(II=353
1000 CONTINUE
,
61 • i
ALLHEAT is the total amount of heat released by the engine; it depends
upon mass of fuel consumed per second, the calorif1c value of the fuel, the
turbine output temp., atmospheric air temp.
TlW=TA+lO is the radiator output temp. (or the engine cold water
temp. ) It is considered to be 10 degrees higher than the atmospheric temp.
RCC, ECC is the cooling coefficient of the radiator and engine block.
RCC depends upon engine speed (or the water pump speed).
ECC=300 Kg.J/ • • It is considered to be constant.

Kg k
T2W(I) is the temperature of the hot water which indicates the overall
temp. of the engine. It depends upon the cold water temp., the amount
of heat produced and the cooling constants.
Writing out the value of current hot water temp.
The engine temp. is regulated by means of a thermostat,
i.e. when this temp. increases above 350 Ko then this thermostat
.
opens further to increase the rate o'f flow of hot water (but this instrument
is not accurate in practice}.
An IF statement is introduced to do this job.
T2W(I}=353 temp._of water just after the opening of the' thermostat.
It is 3 degrees higher than the opening temp.
1000 - continue Is end of thermostat action.
Writing out the heading of the column of variables: engine speed,
engine brake horse power, engine torque and specific fuel consumption.
Writing out the current values of engine variables:. speed, power,

torque and fuel consumption.
The feedback controller program is explained in Appendix ( '3 )

10 -continue.
This is the end of the calculation of the cycle variables. (NPT) cycles
are calculated at constant engine speed and variable injection advance; the
output variables (such as the power) can be plotted against the injection
advance and the optimum injection advance deduced.
62
To obtain the optimum advance for another value of engine speed, simply
change the speed, calculate a few cycles and deduce the optimum again.
2 •.4.14 Storing of the Output to be Used in Multiple Plot
IF (J.NE.l) GO TO 61
DO 15 1=1, NPT
AIRMSl (I) cAIRMAS (I)
P3l (I)+P3 (I).
BMEPl (I)=BMEP (11
BHP1(I)=BHP(I)
TORQ1(I)=TORQ(I)
FUELl (I) =FUEL (I)
T5l (I) =T5 (I)
P5l (I)=P5 (I)
15 CONTINUE
61 CONTINUE
IF (J.NE.2) GO TO 66
DO 4i\I=l,NPT
P32 (I)=P3 (I)
BMEP2(I)=BMEP(I)
BHP2 (I) =BHP (I)
TORQ2(I)=TORQ(I)
FUEL2(I)=FUEL(I)
T52 (I) =T5 (I)
P52 (I) =P5 (I)
41 CONTINUE
66 CONTINUE
63
DO 27 I=l,NPT
P33(I)=P3(I)
BMEP3(I)=BMEP(I)
BHP 3 (I)=BHP (I)
TORQ3(I)=TORQ(I)
FUEL3(I)=FUEL(I)
T53(I)=T5(I)
P53(I)=P5(I)
27 CONTINUE
69 CONTINUE
NE=NE+5oo
7 CONTINUE
It is necessary to plot each family of curves on one axis; so it is
necessary to store all the output variables related to each engine speed,
IF(J.NE.l) GO TO 61
means that if it is the first value of engine speed (500 r.p.m.) then
continue to store the variables in the following arrays.

00 15 1=1, NPT
NPT -- is the number of times which the advance has been tested at
constant engine speed. So this DO statement stores those results in more
arrays similar to the original arrays.
AIRMSl(I)=AIRMAS(I)
AIRMSl(I) is an array to store the values of air mass flow rate at
the first value of engine speed; it is similar to AIRMAS(I) but different

in names only;
P31(I)=P3(I)
P31(I) is an array to store the values of max. combustion pressure
at the first value of engine speed; it is similar to P3(I) but different

in names only.
BMEPl(I)=BMEP(I)
BMEP(I) is an array to store the values of brake mean effective
pressure at the first value of engine speed; it is similar to BMEP(I)
but different in name only.
BHPl (I) =BHP (I)
BHPl(I) is an array used to store the values of brake horse power
at the first value of engine speed; it is similar to BHP(I) but different

in name only.
TORQl(I)=TORQ(I)
TORQl(I) is an array used to store the values of output torque at
the first value of engine speed; it is similar to TORQ(I) but different

in name only.
FUELl(I)=FUEL(I)
FUELl(I) is an array used to store the values of specific fuel
consUmption at the first value of engine speed; it is similar to FUEL (I)

but different in name only.
TSl (I)=TS (I)
TSl(I) is an array used to store the values of exhaust manifold temp.
at the first value of engine speed; it is similar to TS(I) but different

in name only.
PSI (I)=PS(I)
PSI (I) is an array used to store the values of exhaust manifold
pressure at the first value of engine speed. It is similar to PS(I) but

different in name only.
15 - continue
It is the end of storing the variables related to the first value

of engine speed.
61 - continue
Is the point 9f continuation of program when IF statement is true.

IF(J.NE.2) GO TO 66
means that if it is the second value of engine speed (1000 r.p.m.)
then continue to store the variables in the following arrays.
65
00 41 I=l, NPT
NPT -- is the number of times which the advance has been tested at
constant engine speed, so this DO. statement is to store those results in
another set of arrays similar to the original set.
P32 (I) =P3 (I)
BMEP2(I)=BMEP(I)
BBP2(I)=BBP(I)
TORQ2(I)=TORQ(I)
FUEL2(I)=FUEL(I)
T52(I)=T5CI)
P52 Cl) =P5 Cl)
are the variables related to the second value of engine speed (1000 r.p.m.)
Those variables are: max. combustion pressure, brake mean effective pressure,
brake horse power, output torque, specific fuel consumption, exhaust manifold
temp., exhaust manifold pressure.
41 - continue
is the end of storing the variables related to the second value of

engine speed.
66- continue
is the point of continuation of program when IF statement is true

means that if it is the third value of engine speed (1500 r.p.m.)
then continue to store the variables in the following arrays.
DO 27 I=l, NPT
NPT -- is the number of times which advance has been tested at
constant engine speed, so this DO statement is to store those results in
another set of arrays similar to the original ones.
P33(I)=P3(I)
BMEP3(I)=BMEP(I)
BBP3(I)=BBP(I)
66
TORQ3(I)=TORQ(I)
FUEL3 (I) =FUEL (I)
T53 (I) =T5 (I)
P53(I)=P5(I)
are the variables related to the third value of engine speed (1500
r.p.m.) Those variables are, max. combustion pressure, brake mean "
effective pressure, brake horse power, output torque, specific "fuel
consumption, exhaust manifold temp., exhaust manifold pressure.
27 - continue
is the end of storing the variables related to the third value of

engine speed
69 - continue
is the point of continuation of program when IF statement is true

NE=NE+5OO
After calculation of each set "of variables at constant engine speed,
it is necessary to change the engine speed NE. The step increase is

equal 500 r.p.m., because the range between max. and min. speed is
(2000-500=1500 r.p.m.) and 4 speeds were tested therefore the step increase
1500
is --3- = 500 r.p.m.
7 - continue
is the end of testing of one engine speed so it moves on to test

another speed.
2.5 Plotting of the OUtput Results
CALL C1051N
CALL PENSEL(l,O.4,3)
CALL AXIPLO(0.150 •• loo.,l,l,lO,lO,MAXINJ,MININJ,7.,12.0,
'INJECTION ANGLE (DEG) ',20, 'BMEP (BAR)' ,10)
CALL PENSEL(2,0.4,3)
CALL GRAPOL(ANGLIJ,BMEP1,NPT)
67
CALL MOVT02 (25. ,110.)
CALL CHAHOL(9HGRAPH-l*.)
CALL MOVT02 (25. , 100.)
CALL CHAHOL(9HGRAPH-2*.)
CALL MOVT02 (25. , 90.)
CALL GRAPOL(ANGLIJ,BMEP ,NPT)
CALL MOVT02(25. , 80.)
CALL PICCLE
CALL AXIPLO(0,150.,100.,1,1,10,10,MAXINJ,MININJ,0.,260.,
'INJECTION ANGLE(DEG)', 20,'B.H.P.'6)
CALL GRAPOL(ANGLIJ.BHPl ,NPT)
CALL GRAPOL (ANGLIJ , BHP2 , NPT)
CALL CHAHOL(9HGRAPH-2*.}
CALL GRAPOL(ANGLIJ,BHP3 , NPT)
CALL CHAHOL(9HGRAPH-3*)
CALL PENSEL(S,0.4,3)
CALL GRAPOL (ANGLIJ , BHP , NPT)
CALL PICCLE
68
CALL AXIPLO(0,150.,100.,1,1,10,10,MAXINJ,MININJ,,1,,170,'INJECTION
ANGLE (DEG) ',20, 'FUEL CON. (KG/IPH.HR),20)
CALL GRAPOL(ANGLIJ.FUEL1,NPT)
CALL MOVT02 (25 • , 110.)
CALL CHABOL99HGRAPH-l*.)
CALL PENSEL(3,0.4,3l
CALL GRAPOL(ANGLIJ,FUEL2,NPTl
CALL MOVT02 (25. , 100.)
CALL CHABOL(9HGRAPH-2*.)
CALL GRAPOL (ANGLIJ , FUEL3, NPT)
CALL MOVT02 (25. , 90.)
CALL CHABOL(9HGRAPH-3*.1.
CALL PENSEL(5,0.4,31.
CALL GRAPOL(ANGLIJ,FUEL ,NPT)
CALL MOVT02 (25. , 80.)
CALL PICCLE
CALL AXIPLO(0,150.,100.,1,1,10,10,MAXINJ,MININJ,50.,99.,
'INJECTION ANGLE (DEG) ',20, 'TORQUE (KGF.M)',14
CALL GRAPOL (ANGLIJ , TORQ1, NPT)
CALL MOVT02 (25. , 55.)
CALL CHABOL(9HGRAPH-l*.)
CALL GRAPOL(ANGLIJ,TORQ2,NPT}
CALL MOVT02 (25. ,45.)
69
CALL PENSEL(4,O.4,3)
CALL GRAPOL(ANGLIJ,TORQ3,NPT)
CALL MOVT02 (25. , 35.)
CALL GRAPOL (ANGLIJ ,TORQ ,NPT)
CALL MOVT02 (25. , 25.)
CALL PICCLE
CALL AXIPLQ(O,150. ,100. ,1,1,lO,10,MAXINJ,MININJ,O.,160. , 'INJECTION
ANGLE (DEG) ',20,'MAX PRESS (BAR)',15)
CALL GRAPOL(ANGLIJ,P3l ,NPT)
CALL M0VT02 (25. , 55.)
CALL GRAPOL(ANGLIJ,P32 ,NPT)
CALL MOVT02 (25. , 45.)
CALL GRAPOt(ANGLIJ,P33, NPT)
CALL MOVT02 (25. , 35.)
CALL GRAPOL(ANGLIJ.P3 ,NPT)
CALL MOVT02 (25. , 25.)
CALL DEVEND
STOP END
70
Plotting of the variables produced from each speed, but each family
of curves is plotted on one common axis; these families are: brake mean
effective pressure, brake horse power, specific fuel consumption, output

torque, max. combustion pressure.
CALL C10S1N Call the computer plotting device

CALL PENSEL calling of pencil for plot with colour No.l,
width is 0.4 mm and type 3.

CALL AXIPLO (the dimension of plot X=lSO mm Y=lOO mm)
each axis is divided into 10 portions.
MAXINJ is the max. injection advance angle (at the beginning of
X-axis) •
MININJ
is the min. injection advance angle (at the end of X-axis)
The scale range of brake mean effective pressure is 7

to 13
CALL PENSEL (---) pencil with colour No.2

CALL GRAPOL ( --_I plotting relation between angle of injection. and
brake mean effective pressure at the first value·of

engine speed
CALL MOVT02 ( ---I is to move the monitor* to a proper position for writing
the number of the curve
CALL CHAHOL ( ---I is to write the number of the curve
CALL PENSEL ( ---) calling another colour to plot second curve
CALL GRAPOL ( ---I plotting relation between angle of injection and brake
mean effective pressure at the second value of

engine speed
CALL MOVT02 ( --_I is to move the monitor to a proper poSition
CALL CHAHOL ( - __ I
is to write the number of plotted curve
CALL PENSEL ( ---I to call another colour to plot the third curve
CALL GRAPOL ( ---I
to plot the relation between angle of injection and brake
mean effective pressure at the tlird value of engine speed
* This means cursor

71
CALL M0VT02 ( ---I to move the monitor to a proper position
CALL CHABOL ( ---I to write the number of plotted curve
CALL PENSEL ( ---) to call another colour to plot the fourth curve
CALL GRAPOL ( ---I to plot the relation between angle of injection and
brake mean effective pressure at the fourth value of engine
speed
CALL MOVTQ2 ( ---I to move the monitor to a proper position
CALL CBABOL ( --~) to write the number of plotted curve
CALL PICCLE to clear all the picture because another family will be
plotted.
Another family of variables is drawn, it is the brake horse power; there
are four curves, each one related to one value of engine speed; they are
plotted on one common axis but they are different in colour, and each colour
is numbered. The way of plotting is similar as for brake mean effective
pressure.
Now the family of fuel consumption curves is plotted, there are four
curves, each one related to one value of engine speed. They are plotted on
one common axis but they are different in colour, and each colour is numbered.
For more detail, see plotting of brake mean effective pressure. Also the
family of output torque curves is plotted; they are four curves plotted on
one common axis, each one is related to one value of engine speed and has a
distinguishable colour and number.
For more detail, see plotting of brake mean effective pressure.
Finally, the family of max. combustion pressure curves is plotted;
they are four curves plotted on one common axis, each one is related to
one value of engine speed and has a distinctive colour and number.
For more detail, see plotting of brake mean effective pressure.
CALL DEVEND is to terminate the plotting
STOP
END
FINISH End of program
72
2.3 Discussion
2.3.1 The Variable Input Parameters in the Program are:
- Engine speed 500 - 20(XY r.p.m.

- Injection advance angle -10o + -300
- Fuel per cycle 0.2 + 0.70 gm/cycle
2.3.2 The Constant Input Parameters are:
No. of strokes = 4
No. of cylinders = 6
Compression ratio = 14.4
Valve timing: Closing and opening Occur at T.D.C. and B.D.C.
Except exhaust valve opening at _500 B.D.C.
Ambi~nt pressure and temp. are 1 bar and 288 k O
Max. cooling water temp. at thermostat opening = 3500 K
For more detail see (2.2.2)
2.3.3 The OUtput Quantities in Table 2.1 are:
- Combustion pressure
- Combustion temp.
- work done.
2.3.4 The quantities computed at the end of each cycle are:
Indicated mean effective pressure I.M.E.P.

Friction mean effective pressure F.M.E.P.
Brake mean effective pressure B.M.E.P.
Exhaust. pressure and temp.
Brake. horse power B.H.P.

Output torque
Turbine power
Turbine output temp.
73
Specific fuel consumption
2.3.5 Description of the computer run
The value of engine speed is increased by steps of 500 r.p.m. starting
from idling speed of 500 r.p.m.
The angle of injection is increased every cycle by a step of
3 to 5 degrees.
The mass of air per cycle depends upon volumetric efficiency, so
it decreases with increasing engine speed.
The mass of output gases depends upon the amount of fuel injected
per cycle.
2.3.6 Comments on the results displayed in Table.2.l
1. In the first column the crank angle increases by steps of 1 or 10
degrees from 0 to 720, Le. to the same position in the cycle:

o 0
The value + 180 represents the B.O.C. while the value 0 represents
the T.D.C.
2. The second column represents the volume of the cycle at each step,
the max. volume at the B.O.C. is 12.04 (Lt), while the min. volume at the
T.D.C. is 0.84079 (Lt)
3. The 3rd column is the trapped mass of gases through the cycle.
4. a)The 4th column represents the pressure at each step of the cycle;
the value of initial pressure is always less than the compressor
pressure, because of the volumetric efficiency.
b)The pressure in the cycle increases slowly until the beginning of
injection (non zero values in fuel column) ·when it increases rapidly.
c)The max. combustion pressure never occurs before T.O.C. tas some
books describe) but always at the T.O.C. or after depending upon the
injection advance.
d)In the optimum case the max.· combustion pressure occurs a few
74
:
degrees after T.O.C.
e)The exhaust manifold pressure increases with increasing injection
advance, a phenomenon which" might be useful when applying a step
load to the engine as the high exhaust manifold pressure helps to
accelerate the poor response of the turbo charger.
5. a)The 5th column is the temp. which behaves like the pressure.
b)The initial temp. depends upon the residual gase"stemp. and the"
after cooler air temp.
c)The temp. increases slowly at the beginning and rapidly during

combustion.
d)The max, temp. like max. pressure never occurs before T.O.C. but
in the optimum conditions lies a few degrees after the T.O.C.
e)The exhaust manifold temp. decreases as injection approaches T.O.C.
6. The fifth column is the mean molecule weight of the gases.
The initial molecular weight of the air is 29. grams and it
increases due to injection of more fuel until it reaches about
30 at the end of injection (at full load).
7. a)The sixth column is the value of mean specific heat at constant

volume.
b)The specific heat is proportional to the temp. and to the mean
molecular weight of the gases. The relation between the specific

heat and the temp. is linearized.
The max. value of linearization error is about 1%.
c)The max. value of the specific heat appears at maximum

temperature.
8. a)The seventh column is the work done so far at the current step
during the compression and expansion strokes.
"b) The work done in the compression stroke is considered to be
negative, so the min. value of work Occurs at the T.D.C. indicating
the overall work done in compression stroke. Then the positive
75
work in the expansion stroke starts to count. Its max. value is
at the B.O.C. and the nett work in each cycle is the algebraic sum
of the two, leading to the indicated mean effective pressure.
9. a)The eighth column is the amount of fuel injected in each step,
its value is zero except during the combustion period where it
increases and then decreases according to a realistic heat release
curve.
The angle of injection advance is varied from cycle to cycle,
in order to determine the optimum.
At the end of each cycle the actual amount of fuel injected is
calculated, it differs only slightly from the prescribed amount.
2.3.7 Comments on the Graphs
1. On Graph 2.1 the first set of curves is the BMEP against the injection
advance angle.
It is clear that the BMEP varies with the injection advance, and
it has an optimum value corresponding to a certain advance angle
(optimum advance).
This optimum advance is shifted to the left with increasing engine
speed (or increasing amount of fuel injected).
It is known that early injection gives better output at high engine
speeds and full load, but that it creates difficulty in starting,
increases idling speed, increases fuel consumption, decreases
engine service life and increases the noise at low speed. By
controlling the injection advance, all these characteristics can be
improved. For example: .the idling speed in diesel engines (about
700 r.p.m.) can be reduced to as little as 250 r.p.m.
Also the max. engine speed can be increaseR, i.e. the power to
weight ratio can be improved.
76
2. Graph 2.2 shows the output power against injection advance. It
is clear that the power at fixed engine speed may be improved by
proper choice of injection angle, and that the value of the optimum
coincides with the optimum BMEP.
3. Graph 2.3 shows the specific fuel consumption against injection
advance. It can be seen that a saving in fuel consumption may be
made and that this occurs at the optimum BMEP.
4. Graph 2.4 gives the variation of output torque with injection advance.
It is clear that the optimum torque at max. speed is shifted to the
left, so by controlling the advance we can produce the optimum torque
at max. engine speed, which is not available in all engines at
present.
5. Graph 2.5 gives the max. combustion pressure with the injection advance.
This graph is monotonic, increasing with increasing injection advance.
Also the value. of max. pressure decreases with increasing engine speed.
The amount of engine noise depends upon the max. combustion
pressure which may be increased indefinitely, but there is an
optimum given by the BMEP curve.
The amount of noise can be reduced by using an efficient silencer,
though efficiency of the turbine and the BMEP might be slightly·
affected.
The computer model never reaches 100% accuracy and I believe that
the fuel and power saving could be greater than the model shows.
Any comments on the model would be appreciated.
77
TABLE (2.1) 'IHE DIGITAL mMIUTER ClJTPUT FOR CYCLE CALQJIATION
1mGINE SPEED= 1S00.00 R P.M ~ RACK= 1.00

OllOOLE OF INJEXmON= -22.00 Doo
ORFAL Am/FlTEL RATIO= 24.410
O~S OF AIR PER CYCLE MS: 0.01708718RG GASMAS= 0.22234Kr./SEC
OOJMPRESOOR <XlTPUT PRESSURE= 1.59 BAR
Q)MPRESOOR <XlTPUT TEm'.= 325.93K
Q)MPRESOOR ~ 17.339H.P
AFl'ER OJOLm AIR TEMP.= 306.97 K
S'lEP VCLUM 'lRAmD GAS PRESSURE TEm'. ~ SP. HEAT WORK FUEL
DooRE (LT) (KG) (BAR) (K) (GlIoOL) (J/Kr..K) (BAR. LT) (RGlSl'P)
CALalLATICN OF INTAKE S'mOKE

0 0.84064 .0005569 1.63 893.7 29.72 825.35 0.00 O.OOOOOOE 00
10. 0.95159 .0007252 1.71 776.1 29.58 815.13 0.00 O.OOOOOOE 00
20. 1.27896 .0012218 1.71 608.8 29.35 800.60 0.00 O.OOOOOOE 00
30. 1.80669 .0020223 1.66 S02.7 29.19 791.39 0.00 O.OOOOOOE 00
40. 2.50914 .0030878 1.59 442.2 29.09 786.14 0.00 O.OOOOOOE 00
SO. 3.35277 .0043675 1.54 406.5 29.04 783.04 0.00 O.OOOOOOE 00
60. 4.29849 .0058021 1.51 384.2 29.00 781.10 0.00 O.OOOOOOE 00
70. 5.30439 .0073279 1.48 369.6 28.98 779.84 0.00 O.OOOOOOE 00
80. 6.32881 .0088818 1.45 359.6 28.96 778.97 0.00 O.OOOOOOE 00
90. 7.33319 .0104054 1.44 352.6 28.95 778.36 0.00 O.OOOOOOE 00
100. 8.28438 .0118482 1.43 347.5 28.95 777.92 0.00 O.OOOOOOE 00
110. 9.15613 .0131705 1.42 343.8 28.94 777.59 0.00 O.OOOOOOE 00
120. 9.92938 .0143435 1.41 341.0 28.94 777.35 0.00 O.OOOOOOE 00
130. 10.59180 .0153483 1.40 339.0 28.93 777.17 0.00 O.OOOOOOE 00
140. 11.13644 .0161744 1.40 337.4 28.93 777.04 0.00 O.OOOOOOE 00
ISO. 11.56028 .0168173 1.39 336.4 28.93 776.95 0.00 O.OOOOOOE 00
160. 11.86267 .0172760 1.39 335.7 28.93 776.89 0.00 O.OOOOOOE 00
170. 12.04410 .0175512 1.39 335.2 28.93 776.85 0.00 o.OOOOOOE 00
180. 12.10521 .0176439 1.39 335.1 .28.93 776.84 0.00 O.OOOOOOE 00
CALCOLATIrn OF OJMffiFSSION S'lRCI<E
190. 12 04629 .0176439 1.39 335.6 28.93 728.66 -0.08 o.OOOOOOE 00
200. 11.86707 .0176439 1.42 337.1 28.93 728.76 -0.33 O.OOOOOOE 00
210. 11.56690 .0176439 1.47 339.6 28.93 728.95 -0.77 O.OOOOOOE 00
220. 11.14528 .0176439 1.54 343.4 28.93 729.21 -1.40 O.OOOOOOE 00
230. 10.60283 .0176439 1.64 348.5 28.93 729.57 -2.27 O.OOOOOOE 00
240. 9.94252 .0176439 1.79 355.1 28.93 730.04 -3.40 O.OOOOOOE 00
2SO. 9.17119 .0176439 1.98 363.7 28.93 730.65 -4.85 o.OOOOOOE 00
260. 8.30109 .0176439 2.26 374.5 28.93 731.42 -6.69 O.OOOOOOE 00
270. 7.35114 .0176439 2.64 388.2 28.93 732.39 -9.01 O.OOOOOOE 00
280. 6.34746 .0176439 3.20 405.4 28.93 733.60 -1l.93 o.OOOOOOE 00
290. 5.32307 .0176439 4.02 427.0 28.93 735.13 -15.59 O.OOOOOOE 00
300. 4.31646 .0176439 5.27 454.2 28,93 737.06 -20.22 O.OOOOOOE 00
310. 3.36926 .0176439 7.26 488.7 28.93 739.50 -26.06 o.OOOOOOE 00
320. 2.52340 .0176439 10.56 532.2 28.93 742.58 -33.44 O.OOOOOOE 00
330. 1.81805 .0176439 16.14 586.2 28.93 746.40 -42 .61 O.OOOOOOE 00
340. 1.28687 .0176439 . 25.25 649.1 28.93 750.86 -53.29 O.OOOOOOE 00
347. 1.03286 .0176545 34.71 715.9 28.94 754.79 -60.69 o.106551E-04
78
347. 1.03286 .0176545 34.71 715.9 28.94 754.79 -60.69 0.106551El-04
348. 1.00498 .0176798 38.75 776.5 28.97 758.89 -61.72 0.252913El-04
349. 0.97924 .0177134 43.85 854.6 29.01 766.00 -62.78 o.336343El-04
350. 0.95566 .0177561 50.12 950.9 29.06 775.22 -63.89 0.426649El-04
351. 0.93425 .0178091 57.70 1067.1 29.12 786.81 -65.04 o.529475El-04
352. 0.91503 .0178691 66.24 1195.7 29.19 800.75 -66.23 o.600511El-04
353. 0.89800 .0179274 74.66 1318.3 29.25 815.77 -67.43 0.583167El-04
354. 0.88316 .0179793 82.34 1425.9 29.31 830.02 -68.60 0.518865El-04
355. 0.87053 .0180253 89.28 1520.0 29.36 842.77 -69.68 0.459544&-04
356. 0.86012 .0180658 95.44 1601.8 29.41 854.08 -70.64 o.40 5566El-04
357. 0.85192 .0181015 100.82 1672.7 29.45 864.07 -71.45· 0.356918El-04
358. 0.84595 .0181328 105.42 1733.8 29.48 872.83 -72.06 0.313382El-04
359. 0.84220 .0181603 109.24 1786.0 29.51 880.47 -72.46 0.274629El-04
360. 0.84068 .0181843 112.30 1830.3 29.54 887.09 -72.63 0.240278El-04
CALCllLATIOO OF EXPANSION SrRa<E
361 0.84139 .0182053 114.61 1867.4 29.56 892.78 0.08 o.209933El-04

362. 0.84432 .0182236 116.23 1898.4 29.58 897.65 0.42 o.183200El-04
363. 0.84948 .0182396 117.17 1923.8 29.60 901.78 1.02 o.159703El-04
364. 0.85687 .0182535 117.48 1944.2 29.62 905.25 1.89 o.139091El-04
365. 0.86647 .0182656 117.21 1960.1 29.63 908.12 3.01 0.121039El-04
366. 0.87829 .0182761 116.40 1972.0 29.64 910.45 4.40 o.105253El-04
367. 0.89232 .0182853 115.11 1980.3 29.65 912.31 6.02 o.914652El-05
368. 0.90855 .0182932 113.39 1985.4 29.66 913.74 7.87 0.794359El-05
369. 0.92698 .0183001 111.31 1987 .7 29.67 914.80 9.94 0.689512&-05
370. 0.94759 .0183061 108.90 1987.4 29.67 915.53 12.21 0.598207El-05
371. 0.97037 .0183113 106.24 1984.8 29.68 915.96 14.66 o.518756El-05
372. 0.99532 .0183158 103.37 1980.3 29.68 916.14 17.28 0.4496 69El-05
373. 1.02242 .0183197 100.33 1974.1 29.69 916.09 20.04 0.389633El-05
374. 1.05166 .0183230 97.18 1966.3 29.69 915.85 22.93 0.337491El-05
375. 1.08303 .0183260 93.94 1957 .3 29.70 915.43 25.92 0.292230El-05
376. 1.11650 .0183285 90.67 1947.1 29.70 914.87 29.01 0.25296lEl-05
377. 1.15206 .0183307 87.38 1936.0 29.70 914.18 32.18 0.218905El-05
378. 1.18970 .0183326 84.10 1924.1 29.70 913.39 35.41 0.189384&-05
379. 1.22939 .0183342 80.86 1911.6 29.70 912.50 38.68 0.163802&-05
380. 1.27112 .0183356 77.68 1898.5 29.71 911.54 41.99 0.141642El-05
381. 1.31486 .0183368 74.56 1884.9 29.71 910.52 45.32 o.122453El-05
382. 1.36059 .0183379 71.53 1871.0 29.71 909.45 48.66 0.105841El-05
383. 1.40830 .0183388 68.59 1856.9 29.71 908.34 52.00 o.914643El-06
384. 1.45796 .0183396 65.75 1842.6 29.71 907.19 55.34 0.790256El-06
385. 1.50954 .0183403 63.00 1828.2 29.71 ~06.03 58.66 0.682664El-06
386. 1.56302 .0183409 60.37 1813.7 29.71 904.84 61.96 0.589621El-06
387. 1.61837 .0183414 57.84 1799.2 29.71 903.64 65.23 0.509177El-06
388. 1.67557 .0183418 55.42 1784.7 29.71 902.44 68.47 0.439641El-06
389. 1.73459 .0183422 53.10 1770.3 29.71 901.24 71.67 o.379546El-06
390. 1.79539 .0183425 50.89 1756 .0 29.71 900.04 74.83 0.327620El-06
391. 1.85795 .0183428 48.78 1741.8 29.71 898.84 77.95 0.28276lEl-06
392. 1.92224 .0183430 46.77 1727.8 29.71 897.65 81.02 0.244013El-06
393. 1.98823 .0183432 44.85 1713.9 29.71 896 .48 84.04 0.210549El-06
394. 2.05589 .0183434 43.03 1700.2 29.71 895.31 87.01 0.181654&-06
395. 2.12518 .0183436 41.30 1686 .8 29.71. 894.16 89.94 0.156706El-06
396. 2.19606 .0183437 39.65 1673.5 29.71 893.02 92.81 0.13 5171El-06
397. 2.26852 .0183438 38.09 1660.5 29.71 891.90 95.62 o.116583El-06
407. 3.07124 .0183438 26.12 1541.7 29.71 881.61 120.85 o.OOOOOOE 00 I
I
417 • 3.98894 .0183438 18.86 1446 .0 29.71 873.30 141.17 O.OOOOOOE 00 I

427. 4.98027 .0183438 14.31 1369.5 29.71 866.66 157.43 O.OOOOOOE 00 I
II
79 (
I
..I
427. 4.98027 .0183438 14.31 1369.5 29.71 866.66 157.43 O.OOOOOOE 00
437. 6.00319 .0183438 11.34 1308.2 29.71 861.34 170.44 O.OOOOOOE 00
447. 7.01784 .0183438 9.34 1259.1 29.71 857.07 180.87 o.OOOOOOE 00
457. 7.98916 .0183438 7.94 1219.7 29.71 853.65 189.23 O.OOOOOOE 00
467. 8.88859 .0183438 6.96 1188.3 29.71 850.92 195.91 O.OOOOOOE 00
477. 9.69484 .0183438 6.24 1163.3 29.71 848.75 201.22 O.OOOOOOE 00
487. 10.39351 .0183438 5.73 1143 .6 29.71 847.04 205.40 O.OOOOOOE 00
497. 10.97612 .0173763 4.84 1106.2 29.71 844.03 208.52 O.OOOOOOE 00
507. 11.43856 .0158258 4.09 1070.3 29.71 840.88 210.59 O.OOOOOOE 00
517. 11.77959 .0145397 3.55 1040.8 29.71 838.29 211.90 o.OOOOOOE 00
527. 11.99944 .0134710 3.15 1016.9 29.71 836.20 212.64 O.OOOOOOE 00
537. 12.09878 .0125782 2.86 997.9 29.71 834.53 212.95 O.OOOOOOE 00
540. 12.10517 .0123391 2.80 993.1 29.71 834.11 212.96 O.OOOOOOE 00
CALOlLATIOO OF EXHlIUST S'lROKE
550 12 04845 .0115686 2.59 978.7 29.71 832.72 0.00 O.OOOOOOE 00

560. 11.87143 .0108050 2.43 965.9 29.71 831.61 0.00 O.OOOOOOE 00
570. 11.57347 .0100451 2.29 954.7 29.71 830.64 0.00 O.OOOOOOE 00
580. 11.15407 .0092840 2.17 945.0 29.71 829.80 0.00 O.OOOOOOE 00
590. 10.61381 .0085161 2.08 936.5 29.71 829.06 0.00 O.OOOOOOE 00
600. 9.95560 .0077371 1.99 929.2 29.71 828.43 0.00 O.OOOOOOE 00
610. 9.18621 .0069446 1.93 923.0 29.71 827.88 0.00 O.OOOOOOE 00
620. 8.31778 .0061403 1.87 917.6 29.71 827.42 0.00 O.OOOOOOE 00
630. 7.36907 .0053301 1.82 913.0 29.71 827.02 0.00 O.OOOOOOE 00
640. 6.36610 .0045252 1.78 909.1 29.71 826.68 0.00 O.OOOOOOE 00
650. 5.34176 .0037413 1.75 905.8 29.71 826.40 0.00 O.OOOOOOE 00
660. 4.33445 .0029979 1.72 903.1 29.71 826.16 0.00 O.OOOOOOE 00
670. 3.38578 .0023170 1.70 900.7 29.71 825.95 0.00 O.OOOOOOE 00
680. 2.53771 .0017211 1.68 898.7 29.71 825.78 0.00 O.OOOOOOE 00
690. 1.82947 .0012314 1.67 897.1 29.71 825.63 0.00 O.OOOOOOE 00
700. 1.29485 .0008660 1.65 895.7 29.71 825.51 0.00 O.OOOOOOE 00
710. 0.95981 .0006385 1.64 894.5 29.71 825.41 0.00 O.OOOOOOE 00
720~ 0.84079 .0005569 1.63 893.5 29.71 825.33 0.00 O.OOOOOOE 00
ruEL INJECl'ED IN 'l1IIS CYCI..E = .000700054KG 'llIE CENTROID OF HEAT RELEASE
<lJRIJE LIES M -2.33 DEXi. BEFORE T.D.C
!MEP= 12. 458BI\R
E11HUsr PREBSJR PS= 2.215BI\R
EXHUsr TEMP. 'IS= 943.297K
FMEP= 2.25OBI\R
BMEP= 10.2078
'IURBINEIO-IER= 17.341HP ETA'lUR= .46
'IURBINE OOTPUT 'ffiMP.= 788.7 K
WMER TEMP.= 390.20
RIM B.H.P. roRQUE (KGF • M) ruEL (KG/IHP.HR)
1500. 191.64 91.50 013468
80
,rr (Si',,::"
[l
-
. \ 1
,
:';PLJ f. : 500 r.p.m.
) .
) .
'.,
. :f
\1
'.;
:
!
GRftJ'l+- .2 •1
.1.. .. __ ....... _._. ______ .._...
._-,--------''''''::-,
-15 -10 -3~ -38 -25 -20 -1:1 -12 -5
I NJfcr 1O~, ANRfC ces )
81
spriT' SOO r.p.m.
srTUJ -3 1500 r.p.m. /
SPETO--1 2000 r.p.m.
GRAPH - 2.3
.- .. _-.-._----_._
. .•--------_._-_.
. . _ - - - - - - '--'
-15 -10 -2~ -20 _ 1 c:
. ..J -18 -5 G
C·
f,
. ,--- ---------- 4
.--" ---,
.--- ----------_.._--_ .. _.;,---. ---- -- '. ............. .,._--- _- .. 2000 r.p.m •

----.SfTUJ -3
1500 r.p.m.
1000 r.p.m •
----
-- .----------l---------.~
----·--_SP[[ r.:
500 r.p.m.
GRAPH - 2.2
--l'; "l,'
." . ..J
_ 1 (
~
--
. ," .
~',
._. ~)
J:-, ( ,
,
1 I ~ •
!
, t·,
r" . r'
I ,:
-'-----
-- -.
'----- ---
----
SPEED -1 500 r.p.m.
SP[ED - 2 1000 r.p.m.
SP[U) '3 1500 r.p.m.
SPELl} -1 2000 r.p.m.
-15 -10 -30 -25 -20 -IS -13 5 e
:;)UL (KGr. ~~ )
\
\
GRAPH - 2.4 ,,
/
\
\
srC[ L' - 1 500 r.p.m.
.......
1000 r.p.m.
"
------ ... -~,
1500 r.p.m. ..... ,' .....
2000 r.p.m.
_. ") r
.... _--_ ... _._._.- --,
.' , _. :·~8 .- i
1 C·
.....)
1 r",
') G
"
83 . T'! T!' ( '1 T:
/"
• 'r
, ,
!"..J l L '.
Chapter 3 Verification of the Diesel Engine Model
3.1 Introduction
The digital computer model (Chapter 2) is purely theoretical, so
it needs to be verified and tested experimentally.
An optimum advance experiment was carried out in the mechanical
engineering laboratory, on a Ricardo-E6 single cylinder normally aspirated
compression ignition engine, the aim being to find the optimum rMEP and
max. cylinder pressure versus angle of injection advance at various speeds.
There is close agreement between the theoretical results at the end
of Chapter (2) and the experimental results obtained from the laboratory,
as shown later.
Another input variable tested was the input air temp., the experiment
being carried out in different weather conditions, and with good agreement
between the experimental and theoretical results.
3.2 Experimental Optimum Injection Advance
3.2.1 Discussion of the Experiment
Tbe experiment is carried out in the mechanical engineering laboratory
on RICARDO-E6 single cylinder normally aspirated compression ignition
engine.
The engine is loaded by an electrical dynamometer and resistor bank;
the value of the load is adjustable to keep the engine at steady state
speed for variable angle of injection; the value of the air/fuel ratio,
load torque, B.H.P., max. combustion pressure, and carbon monoxide (CO)
is recorded in tables (3.1). Tbe more important ones are plotted in
graphs No. (3.2).
84
INJEcrION ADVANCE TEST
Equipment: Ricardo - E6 - Compression ignition Engine. One Cylinder
Compression ratio = 22:1 Bore = 3"

o
Input air temp = 20 C Stroke = 4\"
Input air press. = 0.98 Bar 3

Volume 506.8 Cm
Engine Speed = 1000 r.p.m
Trial No Advance
- angle Air/Fuel Torque
B.H.P B.M.E.P. SP. Fuel Thermal
0
1 (deg. ) ratio Cons tunption Max. / Co
KgF.m BAR 0/07 0
gm/B.HP.HR PresSurE
1__ - - - Bar
30 20.4 2.61 3.65 6.482 231 71 26.13 0.06
32.5 " 2.61 3.65 6.482 231 78 26.13 0.06

... - -.
35 " 2.58 3.6 6.4 234 80 25.8 0.07
40 " 2.5 3.49 6.2 242 84 24.95 0.09
45 " 2.29 3.2 5.70 263 87 22.95 0.11
Table (3.1a)
Equipment: Ricordo - E6 - Compression ignition Engine. One Cylinder
Compression ratio = 22:1 Bore = 3 rt

0
Input air temp = 20 C Stroke = 41i"
3
Input air press. = 0.98 Bar Volume 506.8 Cm
Engine Speed 1250 r.p.m

Trial No Advance
Air/Fuel Torque SP. Fuel Thermal
angle B.H.P B.M.E.P.
%~
1
ratio Consumption Max. 0 / Co
(deg. ) KgF.m BAR 0
PressurE
00
gm/B.HP.HR
---- ... B.a.r.
'"
30 20.6 2.6 4.54 6.75 233 70 25.91 0.07
32.5 .. 2.66 4.65 6.6 227 78 26.6 0.07

, ..
35 .. 2.62 4.58 6.5 231 80 26.13 0.08
40 . 2.52 4.4 6.25 240 82 25.15 0.10
45 .. 2.34 4.08 5.8 259 86 23.31 0.12
Table (3.1b)

0
3
Trial No Advance
-
angle Air/Fuel Torque B.H.P B.M.E.P.
SP. Fuel Thermal
0/
0
1 (deg.)
ratio
KgF.m BAR
Consumption Max.
Pressure 07
/ Co
0
gm/B.HP.HR __!l_a];"_
--- ---- ----- --- ----,. - . - --t------ 1----
30 19.8 2.52 5.28 6.25 240 64 25.15 0.08
-- r-------- - .. ~.
35 " 2.58 5.406 6.4 234 76 25.8 0.08

-
37.5 " 2.57 5.32 6.3 238 78 25.37 0.10
40 " 2.49 5.22 6.18 243 81 24.84 0.11
45 " 2.34 4.9 5.8 257 83 23.49 0.125
Table (3.1e)
Equipmen t: Ricordo - E6 - Compression ignition Engine. One Cylinder
Compression ratio = 22: 1 Bore' = 3"

o
Input air temp = 20 C Stroke = 4'i"
3
Input air press. = 0.98 Bar Volume 506.8 cm
Trial No Advance
- angle
Air/Fuel Torque
0/
o /o~
1 (deg. ) ratio Consumption Max. Co
KgF.m BAR 0
Pressure
grn/B.HP.HR
_._. --- Bar
30 18.4 2.32 6.48 5,75 261 56 23.13 0.09

-
35 " 2.44 6.81 6,05 248 68 24,34 0.09
37.5 " 2.46 6.87 6,10 246 75 24,54 0.095
40 " 2.46 6.86 6,09 246 78 24.54 0.11
45 " 2.34 6.53 5.8 259 82 23.31 0.l3
Table (3.ldf.
Compression ratio = 22:1 Bore = 3 rt

0
Input air temp = 20 C Stroke = 41;"
Input air press. = 0.98 Bar 3
Volume 506.8 cm

Trial No Advance
- angle Air/Fuel Torque
ratio
Cl)
1 (deg. ) KgF.m BAR
Consumption Max.
PressUrE
0/
. 0 ~ 0/ Co
0
gm jB.HP.HR
'" .-. - _!L~ .
30 17.1 2.16 7.23 5.35 280 52 21.56 0.10

'---'-
35 " 2.32 7.77 5.75 261 64 23.13 0.10
,
40 " 2.39 8.0 5.92 253.4 75 23.82 0.11
42.5 " 2.41 8.08 5.98 251 78 24.05 0.11

._- -
45 " 2.36 7:9 5,85 256 80 23.58 0.12
Table (3. le )
INJECI'ION ADVANCE TEST

o
3
Trial No Advance
Air/Fuel Torque B.H.P SP. Fuel Thermal
angle
ratio
B.M.E.P. 0
Consumption Max. / Co
o'" 1 (deg. ) KgF.m BAR
Pressure 0/07 0
gm/B.HP.HR -1L<u:.. __
-. -- ..---. - r---
30 16.2 2.08 7.97 5.15 291 50 20.75 0.11
- ._.
35 " 2.24 8.59 5.55 270 62 22.36 0.11
.
40 " 2.34 8.98 5.8 259 72 23.31 0.12
42.5 " 2.38 9.14 5.9 254 76 23.77 0.13
45 " 2.38 9.14 5.9 254 78 23.77 0.13
Table (3.1fl
.-;
.--.~.
'. P (bar)
!.
max. combustion
':(
,
. .:j. 'cc ,•• \
I. .i :1 .
I:'
+~. -1,.1
...
~.:: 'I>. "
• I.~
---:i
:1 ,
..... ---:.
~.,
f -i""
;:---
i:~
'i-,'+
~--
'.
.. ,
,
. I ..
"!:":
.. '-',
I"
:FfY!:'lit~''-+-:+''+:;+'L*::++:.\l;;4B4:-+:-':'·.;.j'''~·'·J\mti,''Ij (deg.)
Injection advance
6e:~rl±~T:±~~T=~=r~~~~~b±~±±~~~F±~~~"~":
-1--- • - • -_.- - .
·B.M.E.P. (Bar)
._0 ___ .... _. _._. ____ .....
..... _--.,.- --
Fig. (3-2b)
7- .-- -+-----------_ . . _----....i -- ,

._._.__._._- -._+--_. -_.... ---_._.+ --- _. ---
I
1250 r.p.m .
.---r -.-----.-.---~-j::::::::.:-~--~.~-~-~--=--:·--:--=::~:==~::...11ooo r. p. m.
1500 r.p.m.,
-.--..---- .... --- ____ .6 ~----.------~~ ...

,
-._- - .- - - -
I
1
2000
r.p.J.
. -----+-----------_.. t--- . :
i I
I.
r.p.m.
5-+--______---.;..___-.;...___...:-___+-__---!_ _ _ANGLIJ ~
(deg)
INJECTION
-45 -40 -35 -3b ADVANCE
;
, i
._-----------1.------- t· .. I
- . -, ._. -- "T-'
---r ---f-~--- ----'.-_.._. ----.-
I
:,. ·"·~l
Fig. (3 - 2 Cl
~ ';1'" I 1 500 r.p.m.
1 121., 9': i :' 21000 r.p.m.

, r~ r"' :
. t:JJ ~
srU.fJ .:; 1500 r.p.m. /,_-
138"
r.[··
:::JJ
/
4
7::11
5J j
GRftPH • 2.1
G0.l. ___ ....____ .._ _ _ _ _:--_ _:--_---:_ _-...,._ _-...,._ _--,-,_::::.....",
-15 -10 -3~ -38 -25 -20 -15 -13 -5
INJrCTIOrl ANGLECOEG)
..
'1AX 1 rr:[·c('·
. • i'\. .• ) ;,)
'<13'
18·
16
1 .,!
12 1
13.
SPU f..:.' SOO r.p.m.
SFTUJ·? 1000 r.p.m.
Cr'[·[·[J
..:;to.. . '))
1500 r.p.m.
9'[ [ r j 1 2000 r.p.m.

( ~, ,I
.. --_ .. -_._--,
'I 'j ' ) ("I
~ J ~_ •
: ~; --~) C
93
3.2.2 Comments and Conclusion
From graph No. (3.2.a) it can be seen that, when increasing the injection
advance the max. pressure increased, and when decreasing the injection advance,
the max. pressure has no chance to build up, so it drops sharply, and that
.,
is typically showed by the digital computer model (end of Chapter 2), or Fig(3.2C).
Increasing the engine speed causes increase to the optimum advance
angle, see graph No. (3.2.b) and the digital computer graphs at the end
of (Chapter 2) '. or Fig (3.2C).
There is a. synchronization between the position of the inflection
of the pressure curve graph (3.2.a) and the position of the optimum advance
graph (3.2.b) for each engine speed.

3.3. Variable Input Air Temp. Experiment
3.3.1 Discussion of the Experiment
A decrease in input air temp. causes an increase of the mass of input
air which helps to increase the engine output power, provided this decrease
is small enough not to affect the quality of combustion.
However, this effect is very small as the practical results show.
Tables (3.3.1) and (3.3.2) give the performance of the laboratory engine
measured at two different values of temp., 18 0 C and 23 0 C, which were the
atmospheric temp. on two different days.
The digital computer was tested and the input air temp. was reduced
o 0
from 298 K to 288 K so the output IMEP calculated was 12.414 and 12.458
Bar respectively. i.e. decreasing the input air temp. bYIOoC causes
increasing the IMEP by less than 0.5%, thus agreeing with the practical
observations above.
3.3.2. Comments and Conclusion
The effect of input air temp. upon engine performance is very small,
provided that the change is around room temp. The effect of the input
air temp. is therefore neglected in all the work that follows.
95
INJECTION ADVANCE TEST

Input air temp = 18°C Stroke = 4~"
Input air press. =75.8:.'Cm Hg 3

Volume 506.8 Cm
Trial No Advance -
-
angle Air/Fuel Torque B.H.P B.M.E.P. SP. Fuel Thermal
1 0/
ratio Consumption Max.
%~
Co
(deg. ) KgF.m BAR
gm/B.HP.HR PressurE °
--- ---_..•. .-- --.---.-- .- -'La.L +-
30 18.4 2.32 6.49 5.76 260 60 23.18 0.09

- -- ~.--.- --
35 " 2.44 6.81 6.05 248 66 24.35 0.09
--- --_.
37.5 " 2.46 6.87 6.10 246 72 24.55 0.095
40 " 2.46 6.86 6.09 246 78 24.51 0.11

-------- ---_ ..•. -------- _.. _R _____ -.~-.,-- ...•.. - - - 1-------
45 " ·2.36 6.59 5.85 256 81 23.54 0.13


0
Input air temp = 23 C' Stroke = 4l;"
Input air press. = 75.74 Cm Hg Volume 506.8 Cm
3

Trial No Advance
angle Air/Fuel Torque SP. Fuel Thermal
B.H.P B.M.E.P. 0
1 ratio Consumption Max. / Co
(deg.) KgF.m BAR 0/
gm PressurE 07 0
. t-... -~ .. --...1--. ---- -'---"- _._. __ .- .. -..

/B.HP.HR
___Ba~
.+... -._- -_._- --------- I--~ ... _.-._-
30 18.4 2.32 6.476 5.75 260 61 23.14 0.09
._-- 1----_...
35 " 2.44 6.8 6.04 248 66 24.31 0.09
._-
37.5 " 2.46 6.87 6.10 246 72 24.55 0.095
40 " 2.45 6.85 6.08 247 78 24.47 0.11

.. --_.
45 " 2.34 6.53 5.8 257 82 23.34 0.13
CHAPTER 4
Linearization of the Digital Computer Model of the Diesel Engine
List of Symbols
A. element of area
~
ANGLIJ angle of injection advance (deg. )
BMEP Brake mean effective pressure (bar)
CMBLTH combustion length
DNE" !!
dt
NE angular acceleration
EPSLUM compression ratio
EVO the angle at which exhaust valve open (rad.)
EVOPEN " " " " " " " (deg. )

EXLOAD External Load (kgF .m)
FMEP friction mean effective pressure (bar.)
lMEP indicated mean effective pressure (bar.)
INEIITE inertia Qf engine rotating parts
INERTL inertia of Load
MI max. mass of air in the combustion chamber (kg.)
MF mass of fuel per cycle (variable) (kg)
MFCP mass of fuel burned at constant pressure (kg)
MFCV " " " " " " volume (kg)

MFMAX max. mass of fuel per cycle (kg)
NI or n adiabatic exponent for compression
l
N2 or n " " " expansion
2
NE engine speed (r.p.m.)
P pressure
PI or PI input pressure (bar)
P2 or P pressure at the end of compression (bar)

2
P3 or P max. combustion pressure (bar)
3
98
P4 or P pressure at the end of constant pressure combustion
4 (bar)
P4V4 or P4V4 - P4 * V4 pressure and temp. at the end of constant
pressure combustion (bar/Lt)
pressure at the end of exhaust stroke (bar)
PEXH or Pexh pressure at the beginning of exhaust stroke (bar)

PHI crank angle (rad. )
PINJ or p.l.n]. pressure at the instant of injection (bar)
PRETDC - STRTCM Part. of combustion period before T.O.C. (deg.)
Q quantity of heat (J)

Qcp quantity of heat released at constant pressure (J)
Qcv " " " " " " volume (J)
STOOKS number of strokes in cycle
STRTCM - part of combustion period before T.O.C. (deg. )

T temperature (ko)
Tl or Tl input temp. (ko)
T2 or T2 temp. at the end of compression stroke (ko)

T3 or T3 temp. after constant volume combustion (ko)
T4 or T4 temp. after constant pressure combustion (ko)
TS or TS exhaust temp. (ko)
TORQ or T output torque (kg F.M)

q
V volume (Lt. )
VI or VI max. volume (Lt. )
V2 or V min. volume (Lt)
2
V3 =
- V2
V4 or V volume at the end of constant pressure combustion (Lt)
4
VS = VI
VEXH or Vexh volume at the beginning of exhaust (Lt)
VINJ or V.l.n]. volume of the instant of injection (Lt)
99
work done in compression stroke without
combustion (bar.Lt.)
W2 or W extra work done due to combustion (bar.Lt)
2
W3 work done at constant pressure combustion (bar. Lt)
W4 work done in expansion stroke and after constant
pressure combustion (bar. Lt)

WC or Wc total work done in compression stroke (bar. Lt)
WEX or W total work done in expansion stroke (bar.Lt)
EX
Xi centroidof the element of area

Y proportion of input fuel
EW summation of work done in one cycle (bar.Lt)
100
4.1 Introduction
In order to utilize linear control theory for the diesel engine
study, the non linear mathematical model presented as a computer program
in chapter 2 has to be linearized.
The linearization is achieved by fixing certain parameters in
some equations, and considering only the most significant variables.
The linear model is then presented in the form of a transfer function
matrix.
The transfer function matrix is obtained with the aid of certain
assumptions concerning the physics of the model.
4.2 Assumptions made:
a - Constant specific heat of the combustion gases : when its
val"" has been fixed in the digital computer model in chapter 2,
the deviation created is found to be acceptable. By means of
trial and error, the best constant value is found to be approximately
equal.to the average specific heat over the combustion period.
(See below)
b - Inlet air temp: the effect of variable input air temp. can
be neglected for the present purposes, as seen in the experimental
tests reported above.
c - Adiabatic exponents they are considered constants in both
compression and expansion strokes.
d - Cylinder volume at the beginning of injection although the
injection advance is not constant, the combustion chamber volume
at the beginning of injection (or combustion) is considered to be
constant.
101
e - Instants of opening and closing of valves: they are assumed
to occur at B.D.C. and ~.D.C., except for the exhaust valve
opening which takes place before B.D.C •• There is no valve opening
overlap or scavenging period.
f - The volumetric efficiency (or charging efficiency) it is
considered constant and independant of engine speed.
g - The pressure rise during constant volume combustion is
assumed to be a parabolic function of the volume, therefore tests
are carried out to linearize the real heat release function and
study its effect upon combustion pressure rise and engine performance.
It is found that no major variation appears in pressure rise and
output performance if the centroids of both linear and non linear
heat release curves coincide. (see below)
h - The combustion in the expansion stroke is assumed t~be
constant pressure combustion, i.e. a modified dual combustion cycle
is used.
102
4.3 The Error Generated by Using a Constant Specific Heat
4.3.1 Discussion of the Experiment.
The non linear dependance of specific heat upon the temp. and upon
the dissociation of combustion gases was described in the digital computer
program of Chapter (2) and in appendix (2.1). It needs to be
simplified further.
In the linearized model, a constant value of specific heat is
required, see eqn. (4.5) be low, and this value was initially chosen by
trial and error. Subsequently however, the best constant value
is found to be approximately equal to the average specific heat over
the combustion period.
In the computer output, Table (4.1), it can be seen that the
specific heat is increasing tq a certain max. value around the
T.D.C. and then decreasing. A suitable constant value is chbsen, and
the output performance, Table (4.2) compared with that in Table (4.1).
With a properly chosen value of specific heat, the error is
so small as to be negligible. However, at small value of input fuel
the error created would be slightly higher.
4.3.2 Conclusion and Comments.
The specific heat can be considered as a constant and that constant
represents the average value of specific heat over the combustion period.
This value can be obtained from the digital computer model which gives
almost the same theoretical engine performance after a few trial runs
of the model.
A deviation in the value chosen for constant specific heat will
103
have its greatest effect on the cylinder pressure and temperature but
the maximum value of these quantities is found to occur at the same
region in the cycle.
104
TABLE (4.1) ':mE DIGITAL OOMRJTER aJTRJT FOR CYCLE C'ALaJIATION.
CYCLE WI'lli VARIABLE SPCIFIC HEAT.
Im;INE SPEEIF 1500.00 R.P.M AND RACK= 1.00

OANGLE OF IIDFX:rION= -22.00 DEG
OREAL AIRlFUEL RATIO= 24.410
O~~S OF AIR PER CYCLE MS= 0.01708718RG GASMAS= 0.22234KG/SEC
OOOMPRESSOR OOTFUT PRESSURE= 1.59 BAR
OJMPRESSOR aJTRJT 'ro1P.= 325.93K
<X>~IPRI:SSOO RMER= 17 .339H. P
AFTER <X>OLFR AIR TEMP.= 306.97 K
S'lEP VOLUM 'mAffiD GAS PRESSURE TEMP. ~ SP. HEAT WORK FUEL
DEGRE (LT) (KG) (BAR) (K) (GlMJL) (J/RG. K) (BAR. LT) (KG/STP)
C'AL<lJLATIOO OF INTAKE S'lROKE

O. 0.84064 .0005569 1.63 893.7 29.72 825.35 0.00 O.OOOOOOE 00
10. 0.95159 .0007252 1.71 776.1 29.58 815.13 0.00 O.OOOOOOE 00
20. 1.27896 .0012218 1.71 608.8 29.35 800.60 0.00 O.OOOOOOE 00
30. 1.80669 .0020223 1.66 502.7 29.19 791.39 0.00 O.OOOOOOE 00
40. 2.50914 .0030878 1.59 442.2 29.09 786.14 0.00 O.OOOOOOE 00
50. 3.35277 .0043675 1.54 406.5 29.04 783.04 0.00 O.OOOOOOE 00
60. 4.29849 .0058021 1.51 384.2 29.00 781.10 . 0.00 O.OOOOOOE 00
70. 5.30439 .0073279 1.48 369.6 28.98 779.84 0.00 O.OOOOOOE 00
. 80. 6.32881 .0088818 1.45 359.6 28.96 778.97 0.00 o.OOOOOOE 00
90. 7.33319 .0104054 1.44 352.6 28.95 778.36 0.00 O.OOOOOOE 00
100. 8.28438 .0118482 1.43 347.5 28.95 777.92 0.00 O.OOOOOOE 00
110. 9.15613 .0131705 1.42 343.8 28.94 777.59 0.00 O.OOOOOOE 00
120. 9.92938 .0143435 1.41 341.0 28.94 777.35 0.00 O.OOOOOOE 00
130. 10.59180 .0153483 1.40 339.0 28.93 777.17 0.00 O.OOOOOOE 00
140. 11.13644 .0161744 1.40 337.4 28.93 777.04 0.00 O.OOOOOOE 00
150. 11.56028 .0168173 1.39 336.4 28.93 776.95 0.00 O.OOOOOOE 00
160. 11.86267 .0172760 1.39 335.7 28.93 776.89 0.00 O.OOOOOOE 00
170. 12.04410 .0175512 1.39 335.2 28.93 776.85 0.00 O.OOOOOOE 00
180. 12.10521 .0176439 1.39 335.1 28.93 776.84 0.00 O.OOOOOOE 00
CALClJLATION OF COI1PRESSION smOKE
190. 12.04629 .0176439 1.39 335.6 28.93 728.66 -0.08 O.OOOOOOE 00

200. 11.86707 .0176439 1.42 337.1 28.93 728.76 -0.33 O.OOOOOOE 00
210. 11.56690 .0176439 1.47 339.6 28.93 728.95 -0.77 o .OOOOOOE 00
220. 11.14528 .0176439 1.54 343.4 28.93 729.21 -1.40 O.OOOOOOE 00
230. 10.60283 .0176439 1.64 348.5 28.93 729.57 -2.27 O.OOOOOOE 00
240. 9.94252 .0176439 1.79 355.1 28.93 730.04 -3.40 . O.OOOOOOE 00
250. 9.17119 .0176439 1.98 363.7 28.93 730.65 -4.85 O.OOOOOOE 00
260. 8.30109 .0176439 2.26 374.5 28.93 731.42 -6.69 O.OOOOOOE 00
270. 7.35114 .0176439 2.64 388.2 28.93 732.39 -9.01 O.OOOOOOE 00
280. 6.34746 .0176439 3.20 405.4 28.93 733.60 -11.93 O.OOOOOOE 00
290. 5.32307 .0176439 4.02 427.0 28.93 735.13 -15.59 O.OOOOOOE 00
300. 4.31646 .0176439 5.27 454.2 28.93 737.06 -20.22 O.OOOOOOE 00
310. 3.36926 .0176439 7.26 488.7 28.93 739.50 -26.06 O.OOOOOOE 00
320. 2.52340 .0176439 10.56 532.2 28.93 742.58 -33.44 O.OOOOOOE 00
105
320. 2.52340 .0176439 10.56 532.2 28.93 742.58 -33.44 O.OOOOOOE 00
330. 1.81805 .0176439 16.14 586.2 28.93 746.40 -42.61 O.OOOOOOE 00
340. 1.28687 .0176439 25.25 649.1 28.93 750.86 -53.29 O.OOOOOOE 00
347. 1.03286 .0176545 34.71 715.9 28.94 754.79 -60.69 0.106551E-04
348. 1.00498 .0176798 38.75 776.5 28.97 758.89 -61.72 0.252913E-04
349. 0.97924 .0177134 43.85 854.6 29.01 766.00 -62.78 0.336343E-04
350. 0.95566 .0177561 50.12 950.9 29.06 775.22 -63.89 0.426649E-04
351. 0.93425 .0178091 57.70 1067.1 29.12 786.81 -65.04 0.529475E-04
352. 0.91503 .0178691 66.24 1195.7 29.19 800.75 -66.23 0.600511E-04
353. 0.89800 .0179274 74.66 1318.3 29.25 815.77 -67.43 0.583167E-04
354. 0.88316 .0179793 82.34 1425.9 29.31 830.02 -68.60 0.518865E-04
355. 0.87053 .0180253 89.28 1520.0 29.36 842.77 -69.68 o.459544E-04
356. 0.86012 .0180658 95.44 1601.8 29.41 854.08 -70.64 0.405566E-04
357. 0.85192 .0181015 100.82 1672.7 29.45 864.07 -71.45 o.356918E-04
358. 0.84595 .0181328 105.42 1733.8 29.48 872.83 -72.06 0.313382E-D4
359. 0.84220 .0181603) 109.24 1786 .0 29.51 880 .47 -72.46 0.274629E-04
360. 0.84068 .0181843 112.30 1830.3 29.54 887 .09 -72.63 0.240278E-04
CALOJLATIOO- OF EXPANSION SIROKE
361. 0.84139 .0182053 114.61 1867.4 29.56 892.78 0.08 0.209933E-04

362. 0.84432 .0182236 116.23 1898.4 29.58 897.65 0.42 0.183200E-04
363. 0.84948 .0182396 117.17 1923.8 29.60 901.78 1.02 0.159703E-04
364. 0.85687 .0182535 117.48 1944.2 29.62 905.25 1.89 0.139091E-04
365. 0.86647 .0182656 117.21 1960.1 29.63 908.12 3.01 0.121039E-04
366. 0.87829 .0182761 116.40 1972.0 29.64 910.45 4.40 0.105253E-04
367. 0.89232 .0182853 115.11 1980.3 29.65 912.31 6.02 0.914652E-05
368. 0.90855 .0182932 113.39 1985.4 29.66 913.74 7.87 0.794359E-05
369. 0.92698 .0183001 111.31 1987.7 29.67 914.80 9.94 o.689.512E-05
370. 0.94759 .0183061 108.90 1987.4 29.67 915.53 12.21 0.598207E-05
371. 0.97037 .0183113 106.24 1984.8 29.68 915.96 14.66 0.518756E-05
372. 0.99532 .0183158 103.37 1980.3 29.68 916.14 17.28 0.449669E-05
373. 1.02242 .0183197 100.33 1974.1 29.69 916.09 20.04 0.389633E-05
374. 1.05166 .0183230 97.18 1966.3 29.69 915.85 22.93 0.337491E-05
375. 1.08303 .0183260 93.94 1957.3 29.70 915.43 25.92 0.292230E-05
376. 1.11650 .0183285 90.67 1947.1 29.70 914.87 29.01 0.252961E-05
377. 1.15206 .0183307 87.38 1936.0 29.70 914.18 32.18 0.218905E-05
378. 1.18970 .0183326 84.10 1924.1 29.70 913.39 35.41 0.189384E-05
379. 1.22939 .0183342 80.86 1911.6 29.70 912.50 38.68 0.163802E-05
380. 1.27112 .0183356 77.68 1898.5 29.71 911.54 41.99 0.141642E-05
381. 1.31486 .0183368 74.56 1884.9 29.71 910.52 45.32 0.122453E-05
382. 1.36059 .0183379 71.53 1871.0 29.71 909.45 48.66 0.105841E-05
383. 1.40830 .0183388 68.59 1856.9 29.71 908.34 52.00 0.914643E-06
384. 1.45796 .0183396 65.75 1842.6 29.71 907.19 55.34 0.790256E-06
385; 1.50954 .0183403 63.00 1828.2 29.71 906.03 58.66 0.682664E-06
386. 1.56302 .0183409 60.37 1813.7 29.71 904.84 61.96 0.589621E-06
387. 1.61837 .0183414 57.84 1799.2 29.71 903.64 65.23 0.509177E-06
·388. 1.67557 .0183418 55.42 1784.7 29.71 902.44 68.47 0.439641E-06
389. 1.73459 .0183422 53.10 1770.3 29.71 901.24 71.67 0.379546E-06
390. 1.79539 .0183425 50.89 1756.0 29.71 900.04 74.83 0.327620E-06
391. 1.85795 .0183428 48.78 1741.8 29.71 898.84 77.95 0.282761E-06
392. 1.92224 .0183430 46.77 1727 .8 29.71 897.65 81.02 0.244013E-06
393. 1.98823 .0183432 44.85 1713.9 29.71 896.48 84.04 0.210549E-06
394. 2.05589 .0183434 43.03 1700.2 29.71 895.31 87.01 0.181654E-06
395. 2.12518 .0183436 41.30 . 1686.8 29.71 894.16 89.94 0.156706E-06
396. 2.19606 .0183437 39.65 1673.5 29.71 893.02 92.81 0.135171E-06
106
- - - - - ----"
396. 2.19606 .0183437 39.65 1673.5 29.71 893.02 92.81 0.135171E-06

397. 2.26852 .0183438 38.09 1660.5 29.71 891.90 95.62 0.116583E-06
407. 3.07124 .0183438 26.12 1541.7 29.71 881.61 120.85 O.OOOOOOE 00
417. 3.98894 .0183438 18.86 1446.0 29.71 873.30 141.17 O.OOOOOOE 00
427. 4.98027 .0183438 14.31 1369.5 29.71 866.66 157.43 O.OOOOOOE 00
437. 6.00319 .0183438 11.34 1308.2 29.71 861.34 170.44 O.OOOOOOE 00
447. 7.01784 .0183438 9.34 1259.1 29.71 857.07 180.87 O.OOOOOOE 00
457. 7.98916 .0183438 7.94 1219.7 29.71 853.65 189.23 O.OOOOOOE 00
467. 8.88859 .0183438 6.96 1188.3 29.71 850.92 195.91 O.OOOOOOE 00
477. 9.69484 .0183438 6.24 1163.3 29.71 848.75 201.22 O.OOOOOOE 00
487 • 10.39351 .0183438 5.73 1143.6 29.71 847.04 205.40 O.OOOOOOE 00
497. 10.97612 .0173763 4.84 1106.2 29.71 844.03 208.52 O.OOOOOOE 00
507. 11.43856 .0158258 4.09 1070.3 29.71 840.88 210.59 O.OOOOOOE 00
517. 11.77959 .0145397 3.55 1040.8 29.71 838.29 211.90 O.OOOOOOE 00
527. 11.99944 .0134710 3.15 1016.9 29.71 836.20 212.64 O.OOOOOOE 00
537. 12.09878 .0125782 2.86 997.9 29.71 834.53 212.95 o.OOOOOOE 00
540. 12.10517 .0123391 2.80 993.1 29.71 834.11 212.96 O.OOOOOOE 00
CALCllLATION OF EXHAUST S'lROKE
550. 12.04845 .0115686 2.59 978.7 29.71 832.72 0.00 O.OOOOOOE 00

560. 11.87143 .0108050 2.43 965.9 29.71 831.61 0.00 O.OOOOOOE 00
570. 11.57347 .0100451 2.29 954.7 29.71 830.64 0.00 O.OOOOOOE 00
580. 11.15407 .0092840 2.17 945.0 29.71 829.80 0.00 O.OOOOOOE 00
590. 10.61381 .0085161 2.08 936.5 29.71 829.06 0.00 O.OOOOOOE 00
600. 9.95560 .0077371 1.99 929.2 29.71 828.43 0.00 O.OOOOOOE 00
610. 9.18621 .0069446 1.93 923.0 29.71 827.88 0.00 O.OOOOOOE 00
. 620. 8.31778 .0061403 1.87 917.6 29.71 827.42 0.00 O.OOOOOOE 00
630. 7.36907 .0053301 1.82 913'.0 29.71 827.02 0.00 O.OOOOOOE 00
640. 6.36610 .0045252 1.78 909.1 29.71 826.68 0.00 .O.OOOOOOE 00
650. 5.34176 .0037413 1.75 905.8 29.71 826.40 0.00 a.OOOOOOE 00
660. 4.33445 .0029979 1.72 903.1 29.71 826.16 0.00 O.OOOOOOE 00
670. 3.38578 .0023170 1.70 900.7 29.71 825.95 0.00 O.OOOOOOE 00
680. 2.53771 .0017211 1.68 898.7 29.71 825.78 '.0.00 O.OOOOOOE 00
690. 1.82947 .0012314 1.67 897.1 29.71 825.63 0.00 O.OOOOOOE 00
700. 1.29485 .0008660 1.65 895.7 29.71 825.51 0.00 O.OOOOOOE 00
710. 0.95981 .0006385 1.64 894.5 29.71 825.41 0.00 O.OOOOOOE 00
720. 0.84079 .0005569 1.63 893.5 29.71 825.33 0.00 O.OOOOOOE 00
FUEL INJECTED IN 'IHIS CYCLE = .000700054KG 'IHE CENTROID OF HEAT RELEASE
OJRVE LIES Nr -2.33 DEn. BEFORE T.D.C.
!MEI>= 12. 458BAR
EXHUST PRESSUR PS= 2.215BAR
EXHUST TEMP. T5= 943.297K
FMEI>= 2.250BAR
BMEI>= 10.2078
TUIDINEIGVER= 17.341HP ETATUR= .46
TUIDINE OOTPUT 'lEMP.= 788.7 K
WATER TEMP.= 390.20
0 RFM B.H.P. 'IDRQUE (KGF. 1-1) FUEL (KGlIHP.HR)
1500. 191.64 91.50 0.13468
BOTroI1
107
TABLE (4.2) _ ENGlliE CYQ.E WI'IH OONSTANT SPCIFIC HEAT
lEN3INE SPEED= 1500.00 R.P.M AND RACK= 1.00

OANGLE OF IWOCTION= -22.00 DEn
OREIIL AIRlFUEL RATIO: 24.411
OHASS OF Am reR CYCl.E ffi=o 0.01708763KG GAS~~ 0.22235RG1SEC
OOOMPRESSOR oomrr PRESSURE= 1.59 BAR
OOMPRESSOR OOTIUT TEMP.= 326.06K
OOMPRESSOR KMER= 17.541H.P
AFrER COOLER AIR TEMP.= 307.03 K
S'IEP VCLUM 'lRAffiD GAS PRESSURE TEMP. IfiGAS SP. HEAT WORK FUEL
DEnRE (LT) (KG) (BAR) (K) (G!M:>L) (J/KG. K) (BAR. LT) (KG!STP)
--
CALOJIATIOO OF INTAKE STROKE
O. 0.84064 .0005533 1.64 899.8 29.71 830.00 0.00 O.OOOOOOE 00
10. 0.95159 .0007216 1.72 781.6 29.58 830.00 0.00 O.OOOOOOE 00
20. 1.27896 .0012182 1.73 615.4 29.35 830.00 0.00 O.OOOOOOE 00
30. 1.80669 .0020188 1.68 510.3 29.19 830.00 0.00 O.OOOOOOE 00
40. 2.50914 .0030843 1.62 450.0 29.09 830.00 0.00 O.OOOOOOE 00
50. 3.35277 .0043641 1.57 413.9 29.04 830.00 0.00 O.OOOOOOE 00
60. 4.29849 .0057987 1.53 391.2 29.00 830.00 0.00 O.OOOOOOE 00
70. 5.30439 .0073245 1.50 376.1 28.98 830.00 0.00 O.OOOOOOE 00
SO. 6.32881 .0088785 1.48 365.7 28.96 830.00 0.00 O.OOOOOOE 00
90. 7.33319 .0104021 1.46 358.3 28.95 830.00 0.00 O.OOOOOOE 00
100. 8.28438 .0118450 1.45 352.• 9 28.95 830.00 0.00 o .OOOOOOE 00
110. 9.15613 .0131673 1.44 349.0 28.94 830.00 0.00 O.OOOOOOE 00
120. 9.92938 .0143403 1.43 346.0 28.94 830.00 0.00 O.OmlOOOE 00
130. 10.59180 .0153451 1.42 343.8 28.93 830.00 0.00 O.OOOOOOE 00
140. 11.13644 .• 0161713 1.42 342.2 28.93 830.00 0.00 O.OOOOOOE 00
150. 11.56028 .0168142 1.41 341.0 28.93 830.00 0.00 O.OOOOOOE 00
160. 11.86267. .0172729 1.41 340.2 28.93 830.00 0.00 O.OOOOOOE 00
170. 12.04410 .0175481 1.41 339.8 28.93 830.00 0.00 o .OOOOOOE 00
180. 12.10521 .0176408 1.40 339.6 28.93 830.00 0.00 O.OOOOOOE 00
CALOJIATION OF COMPRESSION STROKE
190 •. 12.04629 .0176408 1.41 340.1 28.93 830.00 -0.08 O.OOOOOOE 00

200. 11.86707 .0176408 1.44 341.6 28.93 830.00 -0.34 O.OOOOOOE 00
210. 11.56690 .0176408 1.49 344.2 28.93 830.00 -0.78 O.OOOOOOE 00
220. 11.14528 .0176408 1.56 348.0 28.93 830.00 -1.42 O.OOOOOOE 00
230. 10.60283 .0176408 1.67 353.2 28.93 830.00 -2.30 O.OOOOOOE 00
240. 9.94252 .0176408 1.Bl 359.9 28.93 830.00 -3.44 O.OOOOOOE 00
250~ 9.17119 .0176408 2.01 368.6 28.93 830.00 -4.92 O.OOOOOOE 00
260. 8.30109 .0176408 2.29 379.6 28.93 830.00 -6.78 O.OOOOOOE 00
270. 7.35114 .0176408 2.68 393.5 28.93 830.00 -9.13 O.OOOOOOE 00
280. 6.34746 .0176408 3.24 410.9 28.93 830.00 -12.09 O.OOOOOOE 00
290. 5.32307 .0176408 4.07 432.8 28.93 830.00 -15.80 O.OOOOOOE 00
300. 4.31646 . .0176408 5.34 460.4 28.93 830.00 -20.49 O.OOOOOOE 00
310. 3.36926 .0176408 7.36 495.3 28.93 830.00 -26.41 O.OOOOOOE 00
320. 2.52340 .0176408 10.70 539.4 28.93 830.00 -33.89 O.OOOOOOE 00
330. 1.81805 .0176408 16.35 594.2 28.93 830.00 -43.18 O.OOOOOOE 00
340. 1.28687 .0176408 25.58 657.9 28.93 830.00 -54.00 a.OOOOOOE 00
347. 1.03286 . .0176514 35.06 723.2 28.94 830.00 -61.50 o .106551E-04
348. 1.00498 .0176767 38.88 779.1 28.97 830.00 -62.53 0.252913E-04
108
348. 1.00498 .0176767 38.88 779.1 28.97 830.00 -62.53 0.252913&-04
349. 0.97924 .0177104 43.70 851.7 29.01 830.00 -63.59 o.336343E-04
350. 0.95566 .0177530 49.64 942.0 29.06 830.00 -64.69 0.426649E-04
351. 0.93425 .0178060 56.90 1052.5 29.12 830.00 -65.83 0.529475&-04
352. 0.91503 .0178660 65.18 1176.8 29.19 830.00 -67.01 0.600511&-04
353. 0.89800 .0179243 73.45 1297 .3 29.25 830.00 -68.19 0.583167E-04
354. 0.88316 .0179762 81.11 1404.8 29.31 830.00 -69.34 0.518865&-04
355. 0.87053 .0180222 88.10 1500.1 29.36 830.00 -70.40 0.459544E-04
356. 0.86012 .01806Z7 94.37 1584.1 29.41 830.00 -71.35 0.405566E-04
357 • 0.85192 .0180984 99.90 1657.7 29.45 830.00 -72.15 0.356918&-04
358. 0.84595 .0181297 104.67 1721.7 29.48 830.00 -72.76 0.313382&-04
359. 0.84220 .0181572 108.67 1777.0 29.51 830.00 -73.16 0.274629E-04
360. 0.84068 .0181812 111.91 1824.2 29.54 830.00 -73.33 0.240Z78E-04
CALaJIATIOO OF EXPANSION STROKE
361. 0.84139 .0182022 114.40 1864.3 29.56 830.00 0.08 0.209933&-04

362. 0.84432 .0182205 116.18 1897.9 29.58 830.00 0.42 0.183200E-04
363. 0.84948 .0182365 117.27 1925.7 29.60 830.00 1.02 0.159703E-04
364. 0.85687 .0182504 117.71 1948.4 29.62 830.00 1.89 0.139091E-04
365. 0.86647 .0182625 117.56 1966.3 29.63 830.00 3.02 0.121039&-04
366. 0.87829 .0182730 116.85 1979.9 29.64 830.00 4.40 o.105253E-04
367. 0.89232 .0182822 115.64 1989.8 29.65 830.00 6.03 0.914652E-05
368. 0.90855 .0182901 113.99 1996.2 29.66 830.00 7.90 0.794359E-05
369. 0.92698 .0182970 111.96 1999.6 29.67 830.00 9.98 0.689512E-05
370. 0.94759 .0183030 109.60 2000.4 29.67 830.00 12.26 0.598207&-05
371. 0.97037 .0183082 106.96 1998.7 29.68 830.00 14.73 0.518756&-05
372. 0.99532 .01831Z7 104.11 1994.9 29.68 830.00 17.36 0.449669E-05
373. 1.02242 .0183166 101.09 1989.2 29.69 830.00 20.14 0.389633&-05
374. 1.05166 .0183199 97.94 . 1982.0 29.69 830.00 23.05 0.337491&-05
375. 1.08303 .0183229 94.70 . 1973.4 29.70 830.00 26.07 0.292230E-05
376. 1.11650 .0183254 91.42 1963.5 29.70 830.00 29.19 0.252961&-05
377 • 1.15206 .0183Z76 88.12 1952.7 29.70 830.00 32.38 0.218905&-05
378. 1.18970 .0183295 84.83 1941.0 29.70 830.00 35.64 0.189384&-05
379. 1.22939 .0183311 81.57 1928.6 29.70 830.00 38.94 0.163802E-05
380. 1.27112 .0183325 78.37 1915.6 29.71 830.00 42.28 0.141642E-05
381. 1.31486 .0183337 75.23 1902.1 29.71 830.00 45.63 o.122453E-05
382. 1.36059 .0183348 72.18 1888.3 29.71 830.00 49.01 0.105841E-05
383. 1.40830 .0183357 69.21 1874.1 29.71 830.00 52.38 o.914643E-06
384. 1.45796 .0183365 66.35 1859.8 29.71 830.00 55.74 0.790256&-06
385. 1.50954 .0183372 63.59 1845.3 29.71 830.00 59.10 o.682664E-06
386. 1.56302 .0183378 60.93 1830.8 29.71 830.00 62.42 0.589621&-06
387. 1.61837 .0183383 58.38 1816.2 29.71 830.00 65.73 0.509177&-06
388. 1.67557 .0183387 55.93 1801.7 29.71 830.00 69.00 0.439641E-06·
389. 1.73459 .0183391 53.60 1787.2 29.71 830.00 72.23 0.379546&-06
390. 1.79539 .0183394 51.37 1772.8 29.71 830.00 75.42 0.327620E-06
391. 1.85795 .0183397 49.24 1758.5 29.71 830.00 78.57 0.282761E-06
392. 1.92224 .0183399 47.21 1744.4 29.71 830.00 81.67 0.244013E-06
393. 1.98823 .0183402 45.28 1730.4 29.71 830.00 84.72 0.210549&-06
394. 2.05589 .0183403 43.44 1716.6 29.71 830.00 87.72 o.181654E-06
395. 2.12518 .0183405 41.69 1703.0 29.71 830.00 90.67 0.156706&-06
396. 2.19606 .0183406 40.03 1689.7 29.71 830.00 93.56 0.135171&-06
397. 2.26852 .0183407 38.45 1676.5 29.71 830.00 96.41 o.116583E-06
407. 3.07124 .0183407 26.37 1556.6 29.71 830.00 121.88 o.OOOOOOE 00
417. 3.98894 .0183407 19.04 1460.0 29.71 830.00 142.39 o.OOOOOOE 00
427. 4.98027 .0183407 14.44 1382.7 29.71 830 •.00 158.80 o.OOOOOOE 00
109
427. 4.98027 .0183407 '14.44 1382.7 29.71 830.00 158.80 O.OOOOOOE 00
437. 6.00319 .0183407 11.45 1320.9 29.71 830.00 171.94 O.OOOOOOE 00
447. 7.01784 .0183407 9.42 1271.3 29.71 830.00 182.47 O.OOOOOOE 00
457. 7.98916 .0183407 8.02 1231.5 29.71 830.00 190.91 O.OOOOOOE 00
467. 8.88859 .0183407 7.02 1199.8 29.71 830.00 197.65 O.OOOOOOE 00
477. 9.69484 .0183407 6.30 1174.5 29.71 830.00 203.01 O.OOOOOOE 00
487. 10.39351 .0183407 5.78 . 1154.6 29.71 830.00 207.23 O.OOOOOOE 00
497. 10.97612 .0173686 4.88 1116.8 29.71 830.00 210.38 O.OOOOOOE 00
507. 11.43856 .0158125 4.12 1080.5 29.71 830.00 212.47 O.OOOOOOE 00
517. 11.77959 .0145213 3.58 1050.6 29.71 830.00 213.79 O.OOOOOOE 00
527. 11.99944 .0134480 3.18 1026.3 29.71 830.00 214.54 O.OOOOOOE 00
537. 12.09878 .0125510 2.88 1007.1 29.71 830.00 214.84 O.OOOOOOE 00
540. 12.10517 .0123107 2.81 1002.2 29.71 830.00 214.86 O.OOOOOOE 00
CALalIATION OF EXHAUST S'lROKE
550. 12.04845 .0115369· 2.61 987.5 29.71 830.00 0.00 O.OOOOOOE 00

560. 11.87143 • 0107708 2.44 974.5 29.71 . 830.00 0.00 O.OOOOOOE 00
570. 11.57347 .0100092 2.30 963.2 29.71 830.00 0.00 O.OOOOOOE 00
580. 11.15407 .0092474 2.18 953.2 29.71 830.00 0.00 O.OOOOOOE 00
590. 10.61381 .0084796 2.08 944.6 29.71 830.00 0.00 O.OOOOOOE 00
600. 9.95560 .0077015 2.00 937.2 29.71 830.00 0.00 O.OOOOOOE 00
610. 9.18621 .0069107 1.93 930.8 29.71 830.00 0.00 O.OOOOOOE 00
620. 8.31778 .0061088 1.88 925.3 29.71 830.00 0.00 O.OOOOOOE 00
630. 7.36907 .0053016 1.83 920.7 29.71 830.00 0.00 O.OOOOOOE 00
640. 6.36610 .0045001 1.79 916.7 29.71 830.00 0.00 O.OOOOOOE 00
650. 5.34176 .0037199 1.76 913.3 29.71 830.00 0.00 O.OOOOOOE 00
660. 4.33445 .0029803 1.73 910 .• 5 29.71 830.00 0.00 O.OOOOOOE 00
670. 3.38578 .0023031 1.71 908.1 29.71 830.00 0.00 O.OOOOOOE 00
680. 2.53771 .0017106 1.69 906.1 29.71 830.00 0.00 O.OOOOOOE 00
690. 1.82947 .0012238 1.67 904.4 29.71 830.00 0.00 O.OOOOOOE 00
700. 1.29485 .0008606 1.66 903.0 29.71 830.00 0.00 O.OOOOOOE 00
710. 0.95981 .0006345 1.65 901.8 29.71 830.00 0.00 O.OOOOOOE 00
720. 0.84079 .0005533 1.64 900.8 29.71 830.00 0.00 O.OOOOOOE 00
ruEL OOOCTED IN 'IRIS CY<I.E = .000700054KG 'IRE CENTROID OF HEAT RELEASE
aJ!m: LIES Nr -2.33 DEG. BEFORE T.D.C.
IMEP= 12.564l3AR
EXHUST PRESSUR PS= 2.226BAR
EXHUST mp. 'IS= 951.466K
FI1EP= . 2.250BAR
BHEP= 10.3144
'lUffiINElU'IER= 17.534HP ETA'lUR= .45
'lUffiINE aJTRJT TEMP.= 794.7 K
WATER TEMP.= 388.14
0 RPN B.H.P. 'lORQUE (KGF • M) FUEL (KGlIHP.HRl
1500. 193.65 92.46 0.13354
BOTlOI1
110
4. 4 The Linearization of the Heat Release Function.
4.4.1 Discussion of the Experiment.
In the digital computer program Chapter (2) the heat release curve
used during combustion of the fuel is a realistic one such as that shown
in Fig. (4.3).
A mathematical expression to describe the real heat release curve is

0.25
(X * e -0.13/x-7/ ) and three linear shapes are considered to replace it.
The first one consists of three straight lines as in Fig. (4.4), the second
of two straight lines as in Fig. (4.5), and the third of one straight line
Fig. (4.6). The three shapes develop reasonable accuracy if their centroids
are coincident with that of the real heat release curve, (where the centroid
of a curve is the centre of gravity of the area under it1.
To set the centroids equal, the angle of injection must be different,
the error obtained in IMEP is around 1%.
It was found that the curve,of,pressure increase at the beginning of
combustion did not vary appreciably over the four cases.
In this case the simplest shape is chosen, Fig. (4.61 to replace the
real heat release curve.
The centre of gravity of the linearized heat release curve (i.e. the
triangle) lies at the point shown in Fig. (4.7).
111
EL BURNED/DEG
mg/deg.
inear
330 335 340 345 350 355 360 365 370 375 380 385 390
CRANK ANGLE
(Deg. )
Fig. (4.3)
112
Heat release/deg Heat release/deg
deg
deg
Fig (4.4) Fig (4.5)
Heat release/deg.
Heat release/deg.
deg
deg 2L :-
I
centroid
Fig (4.6) Fig (4.7)
113
but for the real heat release curve, the centioid can be calculated using
the formula:
i=CMBLTH
E Ai • Xi
Centroid = =i_=~l~~~=-_____
i=CMBLTH
E
i=l
It should be noticed that the centroid in the digital computer program
was given with respect to the T.D.C.
From the results in table (4.1) and table (4.3) it can be seen that
the two cycles are different in injection advance angle only. This is
necessary to make the centroids of the heat release curve coincident. Note
that the largest error appears in the max. combustion pressure which is about
3%.
4.4.2 Comments and Conclusions~
It seems it is possible to linearize the complicated heat release curve
in the shape of a triangle which" is very easy to handle. The only effect
created by this is a theoretical shift in the angle of advance between the
position of the centroid of each heat release model with respect to the
T.D.C.
The effect of linearization upon the max. combustion temp. is very small
while the effect on max. combustion pressure is relatively high.
This observation gives rise to interesting questions about the effect of
the heat release curve upon the dynamic performance of the engine.
The shape of the heat release curve seems not to be as important as
the period of combustion in determining the dynamic performance.
114
TABLE (4.3) f.I ENGINE CYCLE WITH TRIANGULAR HEAT RREASE CURVE
1ENGINE SPEED= 1S00.00 R.P.M AND RACK= 1.00

OANGLE OF INJECTION= -29.00 DEG
OREAL AIR/FUEL RATIO= 23.940
OMASS OF AIR PER CYCLE MS= 0.01675811KG GASMAS= 0.21823KG/SEC
OCOMPRESSOR OUTPUT PRESSURE= 1.62 BAR
COMPRESSOR OUTPUT TEMP.= 327.77K
COMPRESSOR POWER= 17.797H.P
AFTER COOLER AIR TEMP.= 307.88 K
STEP VOLLI'1 TRAPED GAS PRESSURE TEMP. MWGAS SP. HEAT WORK FUEL
DEGRE (LT) (KG) (BAR) (K) (G/MOL) (J/KG.K) (BAR.L T) (KG/STP)
CALCULATION OF INTAKE STROKE

O. 0.84064 .0005491 1.60 887.3 29.69 824.78 0.00 O.OOOOOOE 00
10. 0.95159 .0007142 1.68 771.6 -29.56 814.73 0.00 O.OOOOOOE 00
20. 1.27896 .0012012 1.68 606.6 29.34 800.41 0.00 O.OOOOOOE 00
30. 1.80669 .0019863 1.62 SOl.7 29.18 791.30 0.00 O.OOOOOOE 00
40. 2.50914 .0030313 1.56 441.9 29.09 786.11 0.00 O.OOOOOOE 00
50. 3.35277 .0042864 1.51 406.5 29.04 783.04 0.00 O.OOOOOOE 00
60. 4.29849 .0056933 1.48 384.4 29.00 781.12 0.00 O.OOOOOOE 00
70. 5.30439 .0071897 1.45 370.0 28.98 779.86 0.00 O.OOOOOOE 00
80. 6.32881 .0087137 1.43 360.1 28.96 779.00 0.00 O.OOOOOOE 00
90. 7.33319 .0102079 1.41 353.1 28.95 778.40 0.00 O.OOOOOOE 00
100. 8.28438 .0116230 1.40 348.1 28.95 777.96 0.00 O.OOOOOOE 00
110. 9.15613 .0129199 1.39 344.4 28.94 777.64 0.00 O.OOOOOOE 00
120. 9.92938 .0140702 1.38 341.6 28.94 777.40 0.00 O.OOOOOOE 00
130. 10.59180 .0150557 1.38 339.6 28.93 777.23 0.00 O.OOll"QOOE 00
140. 11.13644 .0158659 1.37 338.1 28.93 777.10 0.00 O.OOOOOOE 00
ISO. 11.56028 .0164964 1.37 337.0 28.93 777.00 0.00 O.OOOOOOE 00
160. 11.86267 .0169463 1.37 336.3 28.93 776.94 0.00 O.OOOOOOE 00
170. 12.04410 .0172162 1.36 335.9 28.93 776.91 0.00 O.OOOOOOE 00
180. 12.10521 .0173071 1.36 335.8 28.93 776.89 0.00 O.OOOOOOE 00
CALCULATION OF COMPRESSION STROKE
190. 12.04629 .0173071 1.37 336.3 28.93 728.71 -0.08 O.OOOOOOE 00

200. 11.86707 .0173071 1.40 337.8 28.93 728.81 -0.33 o.OOOOOOE 00
210. 11.56690 .0173071 1.44 340.3 28.93 728.99 -0.75 O.OOOOOOE 00
220. 11.14528 .0173071 1.52 344.1 28.93 729.26 -1.38 O.OOOOOOE 00
230. 10.60283 .0173071 1.62 349.2 28.93 729.62 -2.23 O.OOOOOOE 00
240. 9.94252 .0173071 1.76 355.8 28.93 730.09 -3.34 O.OOOOOOE 00
250. 9.17119 .0173071 1.95. 364.4 28.93 730.70 -4.77 O.OOOOOOE 00
260~ 8.30109 .0173071 2.22 375.3 28.93 731.47 -6.58 O.OOOOOOE 00
270. 7.35114 .0173071 2.60 389.0 28.93 732.44 -8.86 O.OOOOOOE 00
280. 6.34746 .0173071 3.14 406.2 28.93 733.66 -11.72 o.OOOOOOE 00
290. 5.32307 .0173071 3.95 427.9 28.93 735.19 -15.33 o.OOOOOOE 00
300. 4.31646 .0173071 5.18 455.2 28.93 737.12 -19.87 O.OOOOOOE 00
310. 3.36926 .0173071 7.14 489.7 28.93 739.57 -25.61 O.OOOOOOE 00
320. 2.52340 .0173071 10.38 533.3 28.93 742.65 -32.87 O.OOOOOOE 00
330. 1.81805 .0173071 15.86 587.4 28.93 746.49 -41.89 O.OOOOOOE 00
340. 1.28687 .0173342 27.17 711.0 28.96 753.10 -52.43 0.271819E-04
341. 1.24440 .0173609 30.74 776.8 28.99 760.07 -53.66 0.266436E-04
342. 1.20397 . .0173870 34.47 841.3 29.02 766.98 -54.98 0.261053E-04
343. 1.16558 ;0174126 38.33 904.6 29.05 773.83 -56 .38 o.255671E-04
115
343. 1.16558 .0174126 38.33 904.6 29.05 773.83 -56.38 0.255671E-04
344. 1.12925 .0174376 42.34 966.5 29.08 780.60 -57.84 0.250288E-04
345. 1.09502 .0174621 46.47 1027 .2 29.11 787 .30 -59.36 0.244906E-04
346. 1.06288 .0174860 50.70 1086 .4 29.14 793.91 -60.92 0.239523E-04
347. 1.03286 .0175094 55.02 1144.2 29.16 800.42 -62.51 0.234141E-04
348. 1.00498 .0175323 59.41 1200.5 29.19 806.82 -64.11 0.228758E-04
349. 0.97924 .0175546 63.83 1255.2 29.22 813.11 -65.69 0.223376E-04
350. 0.95566 .0175764 68.26 1308.3 29.24 819.28 -67.25 0.217993E-04
351. 0.93425 .0175977 72.65 1359.7 29.27 825.31 -68.76 0.212611E-04
352. 0.91503 .0176184 76.97 1409.2 29.29 831.19 -70.20 0.207228E-04
353. 0.89800 .0176386 81.17 1456.8 29.31 836.91 -71.54 0.201845E-04
354. 0.88316 .0176582 85.21 1502.4 29.34 842.46 -72.78 0.196463E-04
355. 0.87053 .0176774 89.04 1545.8 29.36 847.82 -73.88 0.191080E-04
356. 0.86012 .0176959 92.63 1587.1 29.38 852.99 -74.82 0.185698E-04
357. 0.85192 .0177139 95.91 1626.1 29.40 857.96 -75.60 0.180315E-04
358. 0.84595 .0177314 98.86 1662.7 29.42 862.71 -76.18 0.174933E-04
359. 0.84220 .0177484 101.44 1696.9 29.44 867.24 -76.55 o.169550E-04
360. 0.84068 .0177648 103.62 1728.7 29.46 871.53 -76.71 o.164168E-04
CALalLATION OF EXPANSION STRa<E
361. 0.84139 .0177807 105.39 1758.0 29.48 875.59 0.07 0.158785E-04

362. 0.84432 .0177960 106.72 1785.0 29.49 879.43 0.39 0.153402E-04
363. 0.84948 .0178108 107.63 1809.7 29.51 883.04 0.94 0.148020E-04
364. 0.85687 .0178251 108.11 1832.1 29.53 886.41 1.73 0.142637E-04
365. 0.86647 .0178388 108.18 1852.3 29.54 889.56 2.77 0.137255E-04
366. 0.87829 .0178520 107.83 1870.2 29.56 892.48 4.05 0.131872E-04
367. 0.89232 .0178646 107.11 18850.9 29.57 895.16 5.56 0.12649OE-04
368. 0.90855 .0178767 106.03 1899.6 29.58 897.62 7.29 0.121107E-04
369. 0.92698 .0178883 104.62 1911.2 29.60 899.86 9.23 0.11S725E-04
370. 0.94759 .0178993 102.92 01920.8 29.61 901.88 11.37 0.110342E-04
371. 0.97037 .0179098 100.97 1928.5 29.62 903.69 13.69 0.104959E-04
372. 0.99532 .0179198 98.79 1934.4 29.63 905.29 16.18 0.995769E-05
373. 1.02242 .0179292 96.43 1938.5 29.64 906.69 18.83 0.941943E-05
374. 1.05166 .0179381 93.92 1941.0 29.65 907.90 21.61 0.888118E-05
375. 1.08303 .0179464 91.28 1942.0 29.66 908.92 24.51 0.834292E-05
376. 1.11650 .0179542 88.56 1941.5 29.67 909.75 27.52 0.780467E-05
377 • 1.15206 .0179615 85.78 1939.5 29.68 910.41 30.62 0.726641E-05
378. 1.18970 .0179682 82.96 1936.3 29.69 910.89 33.80 0.672816E-05
379. 1.22939 .0179744 80.12 1931.7 29.69 911.22 37.04 0.618990E-05
380. 1.27112 .0179801 77.28 1926.0 29.70 911.38 40.32 o•565165E-05
381. 1.31486 .0179852 74.47 1919.2 29.70 911.39 43.64 0.511340E-05
382. 1.36059 .0179898 71.69 1911.3 29.71 911.26 46.98 o•457514E-05
383. 1.40830 .0179938 68.95 1902.4 29.71 910.98 50.34 0.403689E-05
384. 1.45796 .0179973 66.27 1892.5 29.72 910.56 53.69 0.349863E-05
385. 1.50954 .0180002 63.65 1881.7 29.72 910.00 57.04 0.296037E-05
386. 1.56302 .0180027 61.10 1870.1 29.72 909.31 60.38 0.242212E-05
3t17 • 1.61837 .0180045 58.62 1857.5 29.73 908.50 63.69 o.188386E-05
388. 1.67557 .0180059 56.22 1844.2 29.73 907.56 66.98 0.134561E-05
389. 1.73459 .0180067 53.89 1830.1 29.73 906.49 70.23 0.807355E-06
390. 1.79539 .0180070 51.64 1815.1 29.73 905.31 73.43 0.269099E-06
400. 2.49492 .0180070 34.28 1674.6 29.73 893.14 102.75 o.OOOOOOE. 00
410. 3.33631 .0180070 23.88 1559.5 29.73 883 .15 126.75 O.OOOOOOE 00
420. 4.28053 .0180070 17.51 1467.1 29.73 875.13 146 .01 O.OOOOOOE 00
430. 5.28572 .0180070 13.46 1393.2 29.73 868.71 161.42 O.OOOOOOE 00
440. 6.31016 .0180070 10.80 1334.0 29.73 863.57 173.76 O.OOOOOOE 00
116
440. 6.31016 .0180070 10.80 1334.0 29.73 863.57 173.76 O.OOOOOOE 00
450. 7.31522 .0180070 8.98 1286.6 29.73 859.45 183.65 O.OOOOOOE 00
460. 8.26764 .0180070 7.71 1248.6 29.73 856.15 191.57 O.OOOOOOE 00
470. 9.14103 .0180070 6.81 1218.2 29.73 853.52 197.90 O.OOOOOOE 00
480. 9.91621 .0180070 6.15 1194.2 29.73 851.43 202.91 O.OOOOOOE 00
490. 10.58074 .0183146 5.60 1172.4 29.73 849.79 206.84 O.OOOOOOE 00
SOO. 11.12757 .0165841 4.65 1130.1 29.73 846.10 209.65 O.OOOOOOE 00
510. 11.55362 .0151487 3.96 1095.2 29.73 843.04 211.50 O.OOOOOOE 00
520. 11.85824 .0139583 3.47 1066.6 29.73 840.53 212.64 O.OOOOOOE 00
530. 12.04186 .0129682 3.10 1043.6 29.73 838.51 213.24 O.OOOOOOE 00
540. 12.10517 .0121392 2.84 1025.6 29.73 836.93 213.43 O.OOOOOOE 00
CALClJLATION OF EXHAUST S'lROKE
5SO. 12.04845 .0113852 2.64 1010.7 29.73 835.50 0.00 O.OOOOOOE 00

560. 11.87143 .0106372 2.47 997.7 29.73 834.37 0.00 o .OOOOOOE 00
570. 11.57347 .0098922 2.33 986.2 29.73 833.37 0.00 O.OOOOOOE 00
580. 11.15407 .0091454 2.21 976.2 29.73 832.50 0.00 O.OOOOOOE 00
590. 10.61381 .0083913 2.11 967.5 29.73 831.75 0.00 O.OOOOOOE 00
600. 9.95560 .0076255 2.03 960.0 29.73 831.10 0.00 O.OOOOOOE 00
610. 9.18621 .0068460 1.96 953.6 29.73 830.54 0.00 O.OOOOOOE 00
620. 8.31778 .0060543 1.90 948.1 29.73 830.06 0.00 O.OOOOOOE 00
630. 7.36907 .0052564 1.86 943.4 29.73 829.66 0.00 O.OOOOOOE 00
640. 6.36610 .0044633 1.82 939.4 29.73 829.31 0.00 O.OOOOOOE 00
650. 5.34176 .0036906 1.79 936.1 29.73 829.02 0.00 O.OOOOOOE 00
660. 4.33445 .0029576 1.76 933.2 29.73 828.77 0.00 O.OOOOOOE 00
670. 3.38578 .0022861 1.73 930.8 29.73 828.56 0.00 O.OOOOOOE 00
680. 2.53771 .0016983 1.72 928.• 8 29.73 828.39 0.00 O.OOOOOOE 00
690. 1.82947 .0012152 1.70 927.1 29.73 828.24 0.00 O.OOOOOOE 00
700. 1.29485 .0008547 1.69 925.7 29.73 828.11 0.00 o .0mlOOOE 00
710. 0.95981 .0006302 1.68 924.4 29.73 828.01 0.00 o .OOOOOOE 00
720. 0.84079 .0005496 1.67 923.4 29.73 827.92 0.00 O.OOOOOOE 00
FUEL lIDOCTED IN 'lHIS CYCLE = .000699997KG 'lHE CENTROID OF HEAT RELEASE
OJRI/E LIPS M -2.50 DEX>. BEFORE T.D.C.
IMEP= 12.138BIIR
EXHUST ffiESSJR pS= 2.252BIIR
EXHUST 'IEMP. 'IS= 974.505K
FMEP= 2.250BIIR
BMEP= 9.8875
TURBINEKWER= 17 .548HP ETAIDR= .44
IDRBINE CXJTruT 'IEMP.= 811.6 K
WATER 'IEMP.= 391.34
0 RPM B.H.P. IDRQUE (KGF. M) FUEL (KG/IHP.HR)
1500. 185.63 88.63 0.13823
BOl"IDM
117
4.5 The process of Linearization of the model
To simplify the process of Linearization. the engine cycle is represented
in the P-V diagram of Fig. (4.8); which is described by a series of analytic
expressions. see equations (4.1.4.2.4.3 ••••. ). A program is then
introduced to help calculate the values of the expressions. using the same
data as in Chapter 2. and to calculate the value of the linearized constants.
see program (4.8).
T2 P 2
L
p ..
l.n) f
P I.
exh f
volume
Fig. (4.8) Dual Engine Cycle
118
4.5.1 Calculation of the Analytic Expression Describing the P-V Diagram
Fig. (4.8)
The Parametexs at the beginning of injection are
P
inj = [
V l{l
• P
l (4.1)
inj
T
inj = t~ V
inj
f l • Tl (4.2)
The parameters at point 2 are
P
2 = [:~rl • P
l (4.3)
T2 =
rr
V~
l
• Tl
The parameters at point' 3 are

(4.4)
calorific value * MFCV

GASMAS * Spc. heat
~r
(4.5)
where Cl is a constant depending upon the engine

6
= 2.1 10 in the considered model
MFCV mass of fuel burned at constant volume
Notice that the constant data are given in program (4.8.)
.The pressure P can be calculated from universal gas equation as

3
but V3 = V2 constant volume combustion
so T3
P3 P2 (4.6)
T2
Wc have T ) = l' MFCV

2 + Cl
119
SIMULATION ~ W. (4.8) 'ID IESCRIBE 'mE DIESEL EN>INE CYCLE OF FIG. (4.8)
C MASTER mArCGUE <DMRJTE2 mOORAM .

REAL MEMAX,MF,MFOT, MFCP,Nl.,N2,NE, D£P,Ml.,INERTE, INE2'IL,IDJ'D
C FIXED mTA
Vl=12.105
V2=O.84068 LT
EPSLUM= (Vl/V2)
Nl.=1.28
N2=1.22
S'JROI<S=4
INERTE=0.5368 z 5 H:;M.S2/R
INER'l'IP2.209
MFtWC:=O .0007
~. ,". S !,...d. llGM.S2/R
RG/CYClo
W0lnl=-50
C INRJT VPRI1\BLES
Pl=I.3 BI\R
Tl=300 K
Y=100 EUEr. 0/0
ProLLJ=29 ra;
C INrrIAL a:NmTIOOS
NE=2000. R.P.M
C OF ADJUSTJBLE PARAl£~
CAI.<lJIJ\TJ:CE
IX)99 1=1,5 .
EXLOAD=O.005*(Vl-V2)*NE
ProLLJ=29
WRlTE(I,10) NE , EXLOIID
10 FORM!\T(lHO,'ENGINE SEEED=' ,F5.0,'lU'M' ,5X, 'EXLOAD=' ,E7.1,'lGM')
MF=Y*MElWV'100.0
IX) 101 J=1 ,11
S'lRTCM= (miLLJ-O.006*NE) om
EHI=ProLLJ*3.1~180.0 RAD.
VINJ=V2+«Vl-v2)/2.0)*(4.3333-aDS(EHI)-3.3333*SQRr(
(1-o.09*(SIN(EHI)**2»)
MroJ=+(SlRTOJ,/24.) *MFtWC: RG/CYCL
MFCP=MF-MEW
WO=(3.1~180.0)*(I80.+WOPEN) .
~=V2+«V1-V2)/2.0)*(4.33333-<DS(EVO)-3.3333*SQRr(
. (1.-0.09*(SIN(EVO)**2»)
C HIRJ!Il.E'l'Eru OF mE CYCLE
P2=(EPSLUM**Nl)*Pl
T2=(EPSLUM** (Nl. -1) ) *Tl
T3=T2+(2.10E6)*MroJ
P3=P2+O.1857E6*MFCV
C P3=P2+( 0.07272) * ('1'3-'1'2) .
. P4=P3
T4=T3+(1.72E6)*MFCP
V4=V2+( 820.0) *MFCP
P5=«VZ/VEXH)**N2) *P3+(6500.) *MFCP
P4V4=P2*V2+O.1527E6*V2*MFCV+128.58E3*MFCP
120·
P4V4=P.2*V2+O.1527E6*V2*MFCV+128.58E3*MFCP
Wl=(l/ (Nl-l) )* (P2*V2-Pl*Vl.)
1'12=( (P3-P.2)/2.0) * (VlNJ-V2)
W3=(P4V4-P4*V2)
W4=(l/(N2-1»* (P4*V4-15*VEXII)
*
DElb(l/ (Vl-V2) ) (-+ll-W2iW3ofW4)
FMEP=O .0025*NE
B!ElbIMEP-FMEP
'rolQ=716 .2* (VI.-V2) *B!EP/ (225*S'lRORS)
WE-(60/(6.28* (INERmI-INER'lL»)* ('ro~EXJ:.<W)
WRlTE(1,20) PN:;LLJ , Y , BmP,MFCV,MEcrl
20 FORM1\.T(lHO,'/ROLLJ=' ,F5.1,3X, 'MF=' ,F4.0,' 0/0' ,3X, 'BmP=' ,F7.4,
,3X,'MFCV=',F9.7,3X,'MfCP=',F9.7)
l\N3LLJ=J\N3LLJ-1
101 cmTINUE
NE=NFr400
99 <INTINUE
O\LL EXIT
END
121
The effect of the temp. T2 and 'pressure P2 in the second term'is not
so big. and the equation Can be linearized around the mean value of
P
3
= P
2
+C
2
MFCV ........ (4.7)
6
where C2 = 0.15271 10 in the model considered
Eliminating MFCV from equation (4.5), (4.7) then
P = P + C (T - T ) (4.8)
3 2 3 3 2
C
2
C = - = 0.07272
3 Cl
The parameters at point 4 are:
= constant pressure combustion.
(4.9)
where Cs is constant but depends upon temp. and density of gases
MFCP mass of fuel burned at constant pressure
4.5.2 The Work Done in the Compression Stroke
V2 V3
W = pdv + f pdv + f ~P. dv
c
Vinj V
inj
where ~P = the rise in the pressure due to the heat released in the system.
V
2
= ! pdv
V.1n j'
=
(4. lOa)
122
V3
and W2 = ! 6P.dv
V
inj
It is very difficult to express the relation between the pressure
and volume during combustion, but the amount of work done can be approximated
by part of a parabola as in Fig. (4.9).
P _.
3
V• •
l.nJ
Fig. (4.9)
so the approximate amount of work is
1 I
W
2 = 3(P3-P 2 )· (V
inj
-V )
2 = 3(C2MFCV) (V -V )
inj 2 (4. lOb)
I 1
andW
c = n 1 - 1 (P 2V2 - PlVl ) + 3(C2MFCV) • (Vinj - V2 ) (4.11)
substitute for the constant value parameter (see Program (4.8»
5
W = 48.006 PI - 0.4279 10 *MFCV + 0.509 105 V MFCV (4.12)
c • inj·
Equations (4.l0a), (4.l0b), can be represented in the analogue
computer form as in Fig. (4.10)
4.5.3 Computation of V
4
From universal gas law
Ml+MF
=
Ml
123
Analogue Co.puter Si_ut.tion Chart
p1
Fig. ,(4.10)
C8
AVERAGE WORK
Cll -. 0.79578
crcuo
C9 ". + 716.2
•q
225 • STROKES
Hr
", Friction won el2 • 3.47778
CH - 0.028161
+
...
-0.0025 (VI-V2)
ANCLIJ' -0.005 CVl-V2) lIE

o
Cl3 - 0.056322
HE
NE
--------{OoOO6\--------i.-------------------------
where Ml, MF are masses of air and fuel burned in one cycle.
Ml+MF
The ratio Ml can be considered equal = 1
and the pressure P = P3 , so

4
T4
V
4 = - v
T3 3
but T4 = T3 + Cs MFCP so
3 + Cs
r
MFCP
V3
V = = V3 + T' Cs • MFCP
4 T3 ]-V3
3
V3 V2
but -T3 =
T2+C MFCV = constant because when MFCP has a value more than
I
zero it means that MFCV has the max. value, and the effect of T2 isnegiigible •
= V3 + C6 ·MFCP (4.13)
V
2
= C - = 1000 in the model considered.
S T3
It is impossible to obtain a linear system with the variable parameter
V4 as is shown later.
4.5.4 The Parameters of Point S.
The pressure Ps equals
Ps = [V f2
Ye: 'P4
but P P
3 and
=
4
T4
V = so
4 T"3
3
= [V3 T4(2
Ps Vexh T3 'P 3
= [v:~Jn2. [::(2, P3
12S
T4 = T3 + CS.MFCP
r
We have thus
+ Cs·MFCp'
2
Ps = [2f2 [T3
Vexh 'P 3 T3
n
2
=
[v:~r2'P3+ + Cs.MFCP]
T3
=
[v:~r2'P3' [1 + n 2·cS·MFCP J
T3 approximately
. [v:~r2'P3 + [[2-]"'
V exh
.p)"
",.c,.~
3T 1
This equation must be linearized, and only the most important variable
would be considered which is MFCP because it varies from 0 -+ (MFCP), Le.

n
Ps =
[:~xhr . P~ + C4 . MFCP ...... (4.14)
V n 2
where C4 =
[ (.:L).
Veidi
P3 . n
2 . CS ] ='
T3 7000 in the model considered.
(notice that the model is not valid for small value of MF)
..
126
4.5.5 The Work done in the Expansion Stroke.
= =
= (4.15)
where W3 is the work done at constant pressure
W4 is the work done in adiabatic expansion.
It is clear that there is a non linearity in the term (P .V ) so it

4 4
is necessary to derive a linear form of
= =
From the simulation program (4.8) see Equ~tion (4.7) and (4.13)
6
= 0.1527.10
= 1000
6
= (P 2 + 0.1527 10 MFCV) (V
2
+ 1000 MFCP) =
6
= P2V2 + 1000 P2 MFCP + 0.1527 10 .V .MFCV +
2
+ 0.1527 109 .MFCP.MFCV
It can be seen that the 1st and 3rd terms are linear.
If P2 is considered constant and equal to its average value of
approximately 39.5 bar, then the second term becomes linear.
1000 P 2 MFCP = 39.5 (10 3 ) MFCP
The fourth term is non linear, but the value of MFCV may be considered
constant at its average value (0.0007 x 30/36) because its change is
considerably less than the change in MFCP.
The fourth term will therefore become
9 30
0.1527(10 ) (}6 0.0007) MFCP
3
= 89.08 (10 ) MFCP
This can be added to the 2nd term giving:
127
3 3 3
39.5 10 MFCP + 89.08 10 MFCP = 128.58 i0 MFCP.
The tenn P V will therefore be

44
6
P V
44 = P V + 0.1527 10 • V
2 2 2
MFCV + 128.58 10
3
MFCP. ..... (4.16)
AS a result of the calculation of P V , the work done at constant

4 4
pressure becomes:
= = =
= C . (MFCP) (4.17)
7
3
where C = 128.58 10
7
The work done at the 2nd stage of expansion is:
= - PS· V
- exh)
substitute for P V and Ps from equ. (4.16) and (4.14)

4 4
6 3
= + 0.1527 10 • V2 • MFCV + 128.58 10 MFCP-
[n2 1 1j [P 2V2
- [v::~r2.P3.Vexh
=
0.""" • "'",]
n
= [n,:,] [,",. ,,,,., '0\ • [ j V
--
V
exh
2
2
.V h.0.1s27E6)MFCV +
ex
+ (128.58 10
3
- 7000 V h)MFCP- -V V: n .V ] J2
ex exh ·P 2
e h
128
=
Substitute the constants from the simulation program giving
= 3 3
[n2=1] [10.916 P1 + 191.52 10 MFCV + 54.436 10 MF(;..,]
3
W4 = 38.986 P1 + 684 10 MFCV + 194.41 103 MFCP
or
(4.17a)
where
C
8 = 38.986
3
C
9 = 684. 10
C 3
10 = 194.41 10
Equations (4.17) and (4.17a) can be represented in an analogue computer
form, see Fig. "(4 .10) •
We have WEX = W3 + W4 the work done in Expansion stroke.
Substitute from equations (4.17) (4.17a) giving

3
WEX 128.58 10 MFCP + 38.986 P + 684 10 3 MFCV + 194.41 103 MFCP
1
WEX = 38.986 P1 + 322.99 103 MFCP + 684 103 MFCV (4.18)
"4.5 The Indicated Mean Effective Pressure I.M.E.P.
IMEP =
Nett work
Swept volume
n~-l
1
=
[ -
(4.19)
129
4.7 The Friction Mean Effective Pressure F:M.E.P.
It is function mainly to the speed of the engine, i.e.
FMEP = 0.0025*NE (4.20)

where NE is engine speed.
4.8 The Brake Mean Effective Pressure BMEP:
It is the difference between IMEP and FMEP, i.e.
BMEP = IMEP - FMEP (4.21)
4.9 The Output Torque of the Engine, Tq
Tq = (4.22)
where STROKES is the number of strokes in one cycle.
Substitute for BMEP and FMEP
716.2 (V -V )
Tq = l 2
225 STROKES (IMEP -- 0:0025 NE) (4.23)
4.10 The Output Speed of the Engine, NE
From the digital computer program, Chapter (2)
-2. (NE) =
60
dt 2IT(INERTE + INERTL) (Tq - 0.005 NE) (4.24)
where INERTE, INERTL are the inertia of the rotating parts of the engine
and the load respectively.
4.11 The Analogue Computer Simulation for the Linearized Diesel
Engine and Load, Fig. (4.10)
From equations (4.12) (4.18), the summation of work done in one cycle
(two rev.) is
5
EW = - (48.006 PI - 0.4279-l0 MFCV + 0.509 105 V. . MFCV) +
- 1n]
3
+ (323 10 MFCP + 38.986 PI + 684 103 MFCV)
l30
or
3
LW = 9.02 PI + (726.79 10 - 50.9 10 3 V ) MFCV + 323 10 3 MFCP (4.25)
inj
This can be represented as in Fig. (4.10).
Notice that Cll, C12 have numerical values derived from the values
of the parameters given in the program (4.8).
From the analogue simulation diagram Fig. (4.10) the output speed
NE is given by
C12
NE = S (Tq - C13.NE)
NE ~ (S + C12.Cl3) = C12 Tq
NE
=
C12
Tq S + C12.C13 (4.26)
Also, the output speed is equal to
NE =
Cll.C12
(S + Cll C13) (LW - C14.NE) (4.27)
and
C12
NE = (S + Cll.Cl3) Tq (4.28)
or Tq = S + Cll Cl3 NE
C12
From equation (4.27) we can write
NE (1 + Cll C12 C14) = _C;:::1:::.:1:-.::C:;::1",2__ LW

S + Cll Cl3 S + Cll Cl3
NE Cll C12
LW = (4.29)
(S + Cll C13 + Cll C12 C14)
Using equation (4.28) to eliminate NE
~ - Cll (S + Cll C13)

LW - (S + Cll C13 + Cll C12 C14) (4.30)
Substitute for the value of Cll, C12, in equation (4.29) gives
NE =
2.7675
S + 0.1227 LW (4.31)
Substituting for the value of the constants Cll C12 in Equation (4.30)
Tq = 0.79578 (S + 0.04482) LW
(S + 0.1227) (4.32 )
131
Substituting for EW from equation (4.25) in equation (4.32) gives
0.79578 (5 + 0.04482) [ 3
Tq = (5 + 0.1227) - 9.02 P1 + (726.79 - 50.9 V ) 10 MFCV +
inj
3
-7.1779 (5 + 0.04482) (578.4 - 40.5 V ) 10 (5+0.04482)
Tq = inj
(5 + 0.1227) P1 + (5 + 0.1227) MFCV +
3
+ 257.04 10 (5 + 0.04482)MFCP
(5 + 0.1227) (4.33)
Substitute for EW from eqUll.tfon (+.25) in equation (4.29) gives
NE =
2.7675
(5 + 0.1227)
rL-9.02 P 3
1 + (726.79 - 50.9 Vinj ) 10 MFCV +
3
+ 323 10 MFCpJ
24.963 (2011.4 - 140.87 Vinj )

NE = - '(';;S7+0~.1;-;2;'::2;;;7") P1 + --"(5::-:+-::::0-.1;-:2"2;::7;";")-='--- MFCV +
3
893.9 10
+ (5+0.1227) MFCP (4.34)
The transfer function matrix between outputs (Tq, NE) and inputs
(P1, MFCV, MFCP) can be formed from equations (4.33), (4.34) as follows:
(NE Tq) = (P1 MF ANGLIJ) (G I
where
.
g 1.)
.. in this (G) matrix is
24.963
(5+0.1227)
1·1119 (5+0.04482)
=- (5+0.1227) r-111'J ( )
(2011. 4 - 140.87 Vinj)· 3

(5 + 0.1227) 10
3
(578.36 - 40.5 + V. . )10 (5 + 0.04482)
1.n)
=
(5 + 0_1227)
3
893.9 10
= - '(";;5-+:--::0:"""."12:::-:2"7")
3
257.04 10 (5 + 0.04482)
(5 + 0.1227)
132
This transfer function matrix is valid for great ·v&lue of MF.
The volume at the injection start V is a constant for any given

inj
injection advance.
4.12 Modelling of Injection Advance Angle ANGLIJ
The system can be linearized for variable MF and a certain range
of (ANGLIJ), so the variables MFCV, MFCP are not the fuel input variables,
because they are controlled by the angle of injection advance.
The volume at the injection start Vi . is taken to be constant for

nJ
various values of injection because the system must be kept linear.
However, the error caused is small.
An important factor in the injection advance is the angle at which
combustion starts PREXDC ---- (deg), which depends upon many factors
such as the engine speed and temp. It was modelled in the digital
computer program, Chapter (2), as (see line 9 para 2.2.4.3)
.PRETDC = -(ANGLIJ - O.OOl*3~~*NE) (4.34)
(notice. that ANGLIJ is negative).
The effect of temp. is not taken into account because the injection
is always considered to occur at a temp. higher than the flash point
of the fuel.
The mass of fuel burned at constant volume MFCV is modelled as
MFCV = (PRETDC .MFMAX) (4.35)

24
then
MFCP = MF - MFCV (4.36)
Hence, the analogue representation of the injection advance is as
shown in Fig.(4.10)
The simulation program No. (4 .. 8) in this Chapter was run to obtain
the optimum BMEP (BAR) and find the corresponding· values of MFCV --- (kg),
and MFCP --- (kg) at various engine speeds and injection advances.
133
COMPUTER OUTPUT TABLE -(4.8a) OF PROGRAM NO. (4.8)
-THE INPUT AIR PRESSURE pI = 1.3 BAR AND RACK = 1.0.

om;;mE SIEE!):2000.RIM EXL()A!): 112.6RGM
OIroLTJ= 29.0 MF=100. % Jll.EP= 9.1615 MFUl=0.0004958 ~P=0.0002042
OIroLTJ= 28.0 MF=100. % Jll.EP= 9.2684 MFUl=0.0004>67 MR:P=0.0002333
OIroLTJ= 27.0 MF=100. % Jll.EP= 9.2356 MroJ=0.0004375 ~P=0.0002625
OIroLTJ= 26.0 MF=100. % Jll.EP= 9.0644 MFUl=0.0004083 MFCP=0.0002917
-OIroLTJ= 23.0 MF=100. % Jll.EP= 7.7331 MFUl=0.0003208 ~P=0.0003792
OIroLTJ= 20.0 MF=100. % Jll.EP= 5.2025 MFUl=0.0002333 MFCP=0.0004>67
Om;;mE SlEE!):1600.RIM EXL()A!): 90.lRGM
OIroLTJ= 29.0 MF=100. % Jll.EP=10.0264 MFUl=0.0005658 ~P=0.0001342
OIroLTJ= 28.0 MF=100. % Jll.EP=10.4184 MFUl=0.0005367 MFCP=0.0001633
OIroLTJ= 27.0 MF=100. % Jll.EP=10.6697 MroJ=0.0005075 MFCP=0.0001925
OIroLTJ= 26.0 MF=100. % Jll.EP=10.7816 MroJ=O.0004783 MFCP=0.0002217
OIroLTJ= 25.0 MF=100. % BmP=10.7552 MFUl=0.0004492 ~P=0.0002508
OIroLTJ= 24.0 MF=100. % BlEp=10.5919 MFUl=0.0004200 MFCP=0.0002800
OIroLTJ= 23.0 MF=100. % Jll.EP=10.2928 MFUl=0.0003908 ~P=0.0003092
OIroLTJ= 22.0 MF=100. % Jll.EP= 9.8594 MFUl=0.0003617 MR:P=0.0003383
OIroLTJ= 19.0 MF=100. % Jll.EP= 7.7663 MroJ=O.00027 42 MFCP=0.0004258
Om;;mE SlEE!):1200.RIM EXL()A!): 67.6RGM
OIroLTJ= 29.0 MF=100. % BmP=10.2891 MFUl=0.0006358 ~P=0.0000642
OIroLTJ= 28.0 MF=100. % Jll.EP=10.9662 MFUl=O. 0006 067 MR:P=0.0000933
OIroLTJ= 27.0 MF=100. % BmP=1l.5016 MroJ=0.0005775 MFCP=0.0001225
OIroLTJ= 26.0 MF=100. % BmP=1l.8966 MroJ=0.0005483 MFCP=0.0001517
OIroLTJ= 25.0 MF=100. % Jll.EP=12.1521 MFUl=0.0005192 ~P=0.0001S08
OIroLTJ= 24.0 MF=100. % Jll.EP=12.2697 MroJ=0.0004900 ~P=0.0002100
OIroLTJ= 23.0 MF=100. % BmP=12.2504 MFUl=O.OOO4> 08 ~P=0.0002392
OIroLTJ= 22.0 MF=100. % BmP=12.0956 MroJ=O.0004317 MFCP=0.0002683
OIroLTJ= 21.0 MF=100. % Jll.EP=1l.8067 MroJ=0.0004025 MFCP=0.0002975
OIroLTJ= 20.0 MF=100. % BMBP=1l.3849 MFUl=0.0003733 MFCP=0.0003267
OIroLTJ= 19.0 MF=100. % BMBP=10.8316 MroJ=0.0003442 MFCP=0.0003558
Om;;mE SlEE!): SOO.RIM EXL()A!): 45.lRGM
OIroLTJ= 29.0 MF=100. % BmP= 9.9496 MroJ=0.0007058 MFCP=-.0000058
OIroLTJ= 28.0 MF=100. % BMBP=10.9118 MFUl=0.0006767 MFCP=0.0000233
OIroLTJ= 27.0 MF=100. % BMBP=1l.7314 MFUl=0.0006475 ~P=0.0000525
OIroLTJ= 26.0 MF=100. % Jll.EP=12.4094 MFUl=0.0006183 MFCP=0.0000817
OIroLTJ= 25.0 MF=100. % Jll.EP=12.94>9 MFUl=0.0005892 MFCP=0.0001l08
OIroLTJ= 24.0 MF=100. % Jll.EP=13.3453 MroJ=O.0005600 MFCP=O .0001400
OIroLTJ= 23.0 MF=100. % BmP=13.6058 MFUl=O.00053 08 ~P=0.0001692
OIroLTJ= 22.0 MF=100. % - Jll.EP=13.7296 MroJ=0.0005017 MR:P=O .0001983
OIroLTJ" 21.0 MF=100. % Jll.EP=13.7182 MFUl=0.0004725 MFCP=0.0002275
OIroLTJ= 20.0 MF=100. % BMBP=13 .5728 MFUl=0.0004433 MFCP=0.0002567
OIroLTJ= 19.0 MF=100. % BmP=13 .2947 MroJ=O.0004142 ~P=0.0002858
Om;;mE SlEE!): 400.RIM EXL()A!): 22.5RGM
OIroLTJ= 29.0 MF=100. % BlEP= 9.0079 MFUl=0.0007758 ~P=-.0000758
OIroLTJ= 28.0 MF=100. % BmP=10.2553 MroJ=0.0007467 MR:P=-.00004>7
OIroLTJ= 27.0 MF=100. % BffiP=1l.3590 MFUl=0.0007175 MFCP=- .0000175
OIroLr.J= 26.0 MF=100. % BffiP=12.3200 MFUl=0.0006883 MR:P=0.00001l7
OIroLr.J= 25.0 MF=100. % BmP=13.1395 MFUl=0.0006592 ~P=0.0000408
OIroLTJ= 24.0 MF=100. % Bl-EP=13.8188 MFUl=0.0006300 MFCP=0.0000700
OIroLTJ= 23.0 MF=100. % BffiP=14.3590 MFUl=0.0006008 ~P=0.0000992
OIroLTJ= 22.0 MF=100. % B!oEP=14.7615 MFUl=0.0005717 MR:P=0.0001283
OAOOLr.J= 21.0 MF=100. % BmP=15.0276 MroJ=0.0005425 MFCP=O. 000157 5
OAOOLTJ= 20.0 MF=100. % BffiP=15.1585 MFUl=0.0005133 MFCP=0.0001!l67
OAOOLTJ= 19.0 MF=100. % BmP=15.1556 MroJ=0.0004842 MFCP=0.0002158
134
COMPUTER OUTPUT TABLE (4. 8b) OF PROGRAM NO. (4.8)
'1lIE INPUT AIR PRESSURE pI = 1.1 BAR AND RACK = 1.0.
OENGINE SmED=2000.RPM EXLOI\D= 112.6RGM

Oltl;LLJ= 29.0 MF=100. % BloEP= 8.7223 Mrol=0.0004958 lID:P=0.0002042
Oltl;LLJ= 28.0 MF=100. % BloEP= 8.7705 MroJ=0.000-ti67 MR:!p=0 .0002333
Oltl;LLJ= 27.0 MF=100. % BJlEP= 8.6790 MroJ=0.0004375 lID:P=0.0002625
Oltl;LLJ= 26.0 MF=100. % BJlEP= 8.~492 MroJ=O.0004083 MR:!P=0.0002917
Oltl;LLJ= 24.0 MF=100. % BloEP= 7.5794 - MroJ=O.0003500 MR:!P=0.0003500
Oltl;LLJ= 23.0 MF=100. % BloEP= 6.9419 MroJ=0.0003208 lID:P=0.0003792
Oltl;LLJ= 22.0 MF=100. % BloEP= 6.1712 MroJ=0.0002917 MR:!P=O. 000 4083
Oltl;LLJ= 20.0 MF=100. % BloEP= 4.2354 - MroJ=0.0002333 MR:!P=0.0004567
Oltl;LLJ= 19.0 MF=100. % BloEP= 3.0731 MroJ=0.0002042 lID:P=0.0004958
OENGINE SmEIP1600.REM EXLOI\D= 90.lRGM
Oltl;LLJ= 29.0 MF=100. % BloEP= 9.77:19 MroJ=0.0005658 lID:P=0.0001342
Oltl;LLJ= 28.0 MF=100. % BJlEP=10.0612 MroJ=0.0005367 MR:!P=0.0001633
Oltl;LLJ= 27.0 MF=100. % BloEP=10.2539 MroJ=0.0005075 lID:P=0.0001925
Oltl;LLJ= 26.0 MF=100. % BloEP=10.3071 MroJ=O.0004783 MR:!P=0.0002217
Oltl;LLJ= 25.0 MF=100. % BloEP=10.2221 MroJ=O. 000 4492 MECP=0.0002508
Oltl;LLJ= 24.0 MF=100. % BloEP=10.0002 MroJ=0.0004200 lID:P=0.0002800
Oltl;LLJ= 23.0 MF=100. % BloEP= 9.6425 MroJ=0.0003908 lID:P=0 .0003 092
Oltl;LLJ= 22.0 MF=100. % BloEP= 9.1504 MroJ=0.0003617 MR:!P=0.0003383
Oltl;LLJ= 21.0 MF=100. % BloEP= 8.5253 Mrol=0.0003325 MECP=0.0003675
Oltl;LLJ= 20.0 MF=100. % BloEP= 7.7685 MroJ=0.0003033 MR:!P=0.0003967
Oltl;LLJ= 19.0 MF=100. % BMEP= 6.8813 Mrol=0.0007:l42 lID:P=0 .0004258
OENGINE SmED=1200.RPM EXLOI\D= 67.6RGM
Oltl;LLJ= 29.0 MF=100. % BloEP=10.1313 Mrol=0.0006358 lID:P=0 .0000642
Oltl;LLJ= 28.0 MF=100. % BloEP=10.7498 MroJ=0.0006067 MR:!P=0.0000933
Oltl;LLJ= 27.0 MF=100. % BloEP=1l.2266 Mrol=0.0005775 lID:P=0 .0001225
Oltl;LLJ= 26.0 MF=100. % BMEP=1l.5629 MroJ=0.0005483 MR:!P=0.0001517
Oltl;LLJ= 25.0 MF=100. % BloEP=1l.7598 MroJ=0.0005192 MECP=O .0001808
Oltl;LLJ= 24.0 MF=100. % BloEP=1l.8187 Mrol=0.0004900 MECP=0.0002100
Oltl;LLJ= 23.0 MF=100. % BloEP=1l.7408 MroJ=O.OOO-ti08 MECP=O.0002392
Oltl;LLJ= 22.0 MF=100. % BloEP=1l.57:13 Mrol=0.0004317 MR:!P=0.0002683
Oltl;LLJ= 21.0 MF=100. % BloEP=1l.1797 Mrol=O.0004025 ~P=0.0002975
Oltl;LLJ= 20.0 MF=100. % BloEP=10.6996 Mrol=0.0003733 MR:!P=0.0003267
Oltl;LLJ= 19.0 MF=100. % BloEP=10.0874 MroJ=0.0003442 MECP=0.0003558
OENGINE SmED= 800.RPM EXLOI\D= 45.lRGM
Oltl;LLJ= 29.0 MF=100. % BloEP= 9.9326 Mrol=0.0007058 -_ MECP-.0000058
Oltl;LLJ= 28.0 MF=100. % BloEP=10.8362 MroJ=0.0006767 MR:!P=O .0000233
Oltl;LLJ= 27.0 MF=100. % BloEP=1l.5971 MroJ=0.0006475 MECP=0.0000525
Oltl;LLJ= 26.0 MF=100. % BMEP=12.2164 MroJ=0.0006183 MR:P=0.000081 7
OANGLLJ= 25.0 MF=100. % BloEP=12.6953 Mrol=0.0005892 MECP=0.0001l08
OANGLLJ= 24.0 MF=100. % BloEP=13.0351 MroJ=O.00056 00 MECP=O .0001400
OANGLLJ= 23.0 MF=100. % BJlEP=13.2369 MroJ=O.0005308 MECP=0.0001692
Oltl;LLJ= 22.0 MF=100. % BmP=13.3021 MroJ=0.0005017 MR:!P=O. 00019 83
OANGLLJ= 21.0 MF=100. % BJlEP=13.2320 MroJ=0.0004725 MECP=O .00027:15
Oltl;LLJ= 20.0 MF=100. % BJlEP=13.07:l9 MroJ=0.0004433 MOCP=0.0002567
OANGLLJ= 19.0 MF=100. % BmP=12.6912 MroJ=O.0004142 MECP=0.0002858
OENGINE SmED= 400.RPM EXLOIID= 22.5RGM
OANGLLJ= 29.0 MF=100. % BMEP= 9.1317 Mrol=0.0007758 MECP-.0000758
Oltl;LLJ= 28.0 MF=100. % BMEP=10.3205 MroJ=0.0007467 MR:p;.... .0000-ti7
OANGLLJ= 27.0 MF=100. % Bl>EP=1l.3655 MroJ=0.0007175 MR:!P-.0000175
Oltl;LLJ= 26.0 MF=100. % Bl>EP=12.2678 MroJ=0.0006883 MOCP=O .0000117
Oltl;LLJ= 25.0 MF=100. % BMEP=13.0287 Mrol=0.0006592 MR:!P=0.0000408
OANGLLJ= 24.0 MF=100. % Bl>EP=13.6493 Mrol=0.0006300 MR:!P=0.0000700
Oltl;LLJ= 23.0 MF=100. % Bl£P=14.1309 MroJ=0.0006008 MECP=0.0000992
ANGLLJ= 22.0 MF=100. % Bl>EP=14.4748 MroJ=0.0005717 MOCP=O.0001283
ltl;LLJ= 21.0 MF=100. % BJlEP=14.6822 MroJ=0.0005425 MFCP=0.0001575
ANGLLJ= 20.0 MF=100. % Bl£P=14.7544 MroJ=0.0005133 MOCP=0.0001857
ltl;LLJ= 19.0 MF=100. % BJlEP=14.6929 MroJ=0.0004842 MFCP=O .0002158
135
· COMPUTER OUTPUTTABLE (4.8c) OF PROGRAM (4.8)
THE INPUT AIR PRESSURE pI = 1.3 BAR AND RACK = 0.8
OENGlNE SmED=2000.Rl'M EXLOIID= 112.6KGM
OlmLIJ= 29.0 MF= 80. % Bl£P= 5.3575 Mrol=0.0004958 MFCP=O .0000642
OlmLIJ= 28.0 MF= 80. % Bl£P= 5.7153 Mrol=0.0004567 MOCP=0.0000933
OlmLIJ= 27.0 MF= 80. % BffiP= 5.9334 Mrol=0.0004375 MFCP=0.0001225
OlmLIJ= 26.0 MF= 80. % Bl£P= 6.0132 Mrol=O.0004083 MOCP=0.0001517
OlmLIJ= 22.0 MF= 80. % BffiP= 4.9734 Mrol=0.0002917 MOCP=0.0002683
OENGlNE SmED=1600.Rl'M EXLQ.lID= 90.lKGM
OlmLIJ= 29.0 MF= 80. % BffiP= 5.6202 Mrol=0.0005658 MFCP-.0000058
OlmLIJ= 28.0 MF= 80. % BffiP= 6.2631 Mrol=0.0005367 MFCP=O .0000233
OlmLIJ= 26.0 MF= 80. % BffiP= 7.1282 Mrol=O.0004783 MOCP=0.0000817
OlmLIJ= 23.0 MF= 80. % BffiP= 7.3921 Mrol=0.0003908 MFCP=0.0001692 .
OlmLIJ= 22.0 MF= 80. % BffiP= 7.2096 Mrol=0.0003617 MFCP=O.0001983
OlmLIJ= 19.0 MF= 80. % BffiP= 5.8693 Mrol=O.0002742 MFCP=0.0002858
OENGlNE SmED=1200.Rl'M EXLQ.lID= 67.6KGM
OlmLIJ= 28.0 MF= 80. % BffiP= 6.2088 Mrol=0.0006067 MOCP- .0000467
OlmLIJ= 26.0 MF= 80. O/OBffiP= 7.6410 Mrol=0.0005483 MFCP=0.00001l7
OlmLIJ= 23.0 MF= 80. % BffiP= 8.7475 Mrol=O.0004508 MFCP=0.0000992
OlmLIJ= 22.0 MF= 80. % BffiP= 8.8437 Mrol=0.0004317· MOCP=O .0001283
OllOOLIJ= 21.0 MF= 80. % BffiP= 8.8056 Mrol=O.0004025 MFCP=0.0001575
OllOOLIJ= 19.0 MF= 80. % BffiP= 8.3323 Mrol=0.0003442 MFCP=0.0002158
OENGlNE SmED= 800.Rl'M EXLQ.lID= 45 .1KGM
OllOOLIJ= 29.0 MF= 80. % BffiP= 4.3391 Mrol=0.0007058 MFCP-.0001458
OllOOLIJ= 28.0 MF= 80. % BffiP= 5.5523 Mrol=0.0006767 MOCP-.0001167
OlmLIJ= 27.0 MF= 80. % Bl'EP= 6.6227 Mrol=0.0006475 MFCP-.0000875
OlmLIJ= 26.0 MF= 80. % Bl'EP= 7.5516 Mrol=O .0006183 MOCP- .0000583
OlmLIJ= 24.0 MF= 80. % BffiP= 8.9893 Mrol=O.0005600 MFCP=O .0000000
OlmLIJ= 21.0' MF= 80. % BffiP=10.1150 Mrol=0.0004725 MFCP=0.0000875
OlmLIJ= 20.0 MF= 80. % Bl£P=10.2204 Mrol=0.0004433 MOCP=0.0001167
OllOOLIJ= 19.0 MF= 80. % BffiP=10.1933 Mrol=O.0004142 MFCP=0.0001458
OENGlNE SIEED= 400.Rl'M EXLQ.lID= 22.5KGM
OllOOLIJ= 29.0 MF= 80. % BffiP= 2.7952 Mrol=0.0007758 MFCP-.0002158
OlmLIJ= 28.0 MF= 80. % Bl'EP= 4.2936 Mrol=0.0007467 MFCP-.000HI67
OllOOLIJ= 27.0 MF= 80. % Bl'EP= 5.64l!l Mrol=0.0007175 MFCP-.0001575
OlmLIJ= 26.0 MF=80~ % Bl'EP= 6.8600 Mrol=0.0006883 MFCP-.0001283
OlmLIJ= 25.0 MF= 80; % BffiP= 7.9304 Mrol=0.0006592 MFCP-.0000992
OlmLIJ= 23.0 MF= 80. 0/0' Bl£P= 9.6518 Mrol=0.0006008 MFCP-.0000408
OlmLIJ= 22.0 MF= 80. % Bl'EP=10.3052 Mrol=0.0005717 MFCP-.00001l7
OlmLIJ= 21.0 MF= 80. % Bl'EP=10.8221 Mrol=0.0005425 MFCP=0.0000175
OlmLIJ= 20.0 MF= 80. % Bl-EP=11.2040 Mrol=0.0005133 MFCP=0.0000457
OlmLIJ= 19.0 MF= SO. % Bl£P=11.4520 Mrol=0.0004842 MFCP=0.0000758
136
<X>MPUTER OUTPUT TABLE (4.8d) OF PROGRAM (4.8)
WE INPUT AIR PRESSURE Pl = 1.3 BAR AND RACK = 0.6.
OENGINE SlEED=2000.RFM EXLCW>= 112.6KGM

OlmLLJ= 29.0 MF= 60. % Bl£P= 1.5536 MroT=0.0004958 MFCP-.0000758
OlmLLJ= 28.0 MF= 60. % Bl£P= 2.1622 Mrol=0.0004567 MOCP-.0000457
OlmLLJ= 27.0 MF= 60. % Bl£P= 2.6313 MroT=0.0004375 MFCP-.0000175
OlmLLJ= 26.0 MF= 60. % Bl£P= 2.9619 Mrol=0.0004083 MOCP=0.0000117
OlmLLJ= 25.0 MF= 60. % Bl£P= 3.1554 Mrol=0.0003792 MFCP=0.0000408
OlmLLJ= 21.0 MF= 60. % Bl£P= 2.5836 MroT=0.0002625 MFCP=0.0001575
. OENGINE S1EED=1600.RFM EXLCW>= 90.IKGM
OlmLLJ= 29.0 MF= 60. % Bl£P= 1.2141 Mrol=O.0005658 MFCP-.0001458
OlmLLJ= 28.0 MF= 60. % Bl£P= 2.1079 Mrol=O.0005367 MOCP-.0001l67
OlmLLJ= 27.0 MF= 60. % Bl£P= 2.8610 Mrol=0.0005075 MFCP-.0000875
OlmLLJ= 26.0 MF= 60. % Bl£P= 3.47~ MroT=O.0004783 MOCP- .0000583
OlmLLJ= 25.0 MF= 60. % Bl£P= 3.9502 Mrol=O.0004492 MOCP-.0000292
OlmLLJ= 24.0 MF= 60. % Bl£P= 4.28ffi MroT=0.0004200 MFCP-.OOOOOOO
OlmLLJ= 20.0 MF= 60. % Bl£P= 4.2988 Mrol=0.0003033 MOCP=0.0001l67
OlmLLJ= 19.0 MF= 60. % Bl£P= 3.9722 Mrol=O.000Z742 MOCP=O. 0 00145 8
OENGINE S1EED=1200.RFM EXLCW>= 67.6KGM
OlmLLJ= 28.0 MF= 60. % Bl£P= 1.4513 MroT=0.0006067 MOCP- .0001867
OlmLLJ= 27.0 MF= 60. % Bl£P= 2.48ffi . MroT=0.0005775 MFCP- .0001575
OlmLLJ= 26.0 MF= 60. % Bl£P= 3.3853 MroT=0.0005483 MOCP-.0001283
OlmLLJ= 25.0 MF= 60. % Bl£P= 4.14Z7 MroT=0.0005192 MFCP-.0000992
OlmLLJ= 23.0 MF= 60. % Bl£P= 5.2445 MroT=O.00045 08 MFCP-.0000408
OlmLLJ= 22.0 MF= 60. % Bl£P= 5.5917 MroT=0.0004317 MOCP-.00001l7
OENGINE S1EED= 800.RFM EXLCW>= 45 .IKGM
OlmLLJ= 29.0 MF= 60. % Bl£P-1.2715 Mrol=0.0007058 MFCP-.0002858
OlmLLJ= 27.0 MF= 60. % Bl£P= 1.5140 Mrol=0.0006~5 MFCP-.0002Z75
OlmLLJ= 26.0 MF= 60. % Bl£P= 2.6938 MFCV=0.0006183 MOCP-.0001983
OlmLLJ= 24.0 MF= 60. % Bl£P= 4.6334 Mrol=O.0005600 MFCP- .0001400
OlmLLJ= 23.0 MF= 60. % Bl£P= 5.3957 MroT=O.0005308 MFCP-.000ll08
OlmLLJ= 21.0 MF= 60.0/0 Bl£P= 6.5117 MroT=0.0004725 MFCP-.0000525
OlmLLJ= 20.0 MF= 60. % Bl£P= 6.8681 Mrol=0.0004433 MOCP- .0000233
OlmLLJ= 19.0 MF= 60. 0/0· Bl£P= 7.0918 . Mrol=O.0004142 MFCP=0.0000058
OENGINE S1EED= 400.RFM EXLCW>= 22.5KGM
OlmLLJ= 29.0 MF= 60. % Bl£P-3.4175 Mrol=0.0007758 MFCP- .0003558
OlmLLJ= 28.0 MF= 60. % Bl£P-1.6682 Mrol=0.0007457 MOCP- .0003267
OlmLLJ= 27.0 MF= 60. % Bl£P-0.0628 Mrol=0.0007175 MFCP- .0002975
OlmLLJ= 24.0 MF= 60. % BmP= 3.9025 Mrol=0.0006300 MFCP-.0002100
OlmLLJ= 23.0 MF= 60. % Bl£P= 4.9445 Mrol=0.0006008 MFCP- .0001808
OlmLLJ= 22.0 MF= 60. % BmP= 5.8488 Mrol=0.0005717 MR::P- .0001517
OlmLLJ= 21.0 MF= 60. % . Bl£P= 6.6167 MEOl=0.0005425 MFCP-.0001225
Ol'roLLJ= 19.0 MF= 60. % Bl£P= 7.7484 Mrol=O .0004842 MFCP-.0000642
.137
COMPUTER OUTPUT TABLE (4.8e). OF PROGRAM NO. (4.8)
THE INPUT AIR PRESSURE pl =
1.3 BAR AND RACK 0.4. =
OFNGlNE SfEED=2000.RPM EXLCW>= 112.6KGM
OllOOLLJ= 29.0 MFa 40. % Bl£lb-2.2504 MFC\T=0.0004958 MFClb-.0002158
OllOOLLJ= 28.0 MFa 40. % BMElb-1.3909 MFC\T=0.0004567 MOClb- .0001867
OllOOLLJ= 27.0 MF= 40. % Bl£lb-0.6709 MFC\T=0.0004375 MFClb-.0001575
OllOOLLJ= 26.0 MF= 40. % BMElb-0.0893 MroT=0.0004083 MOClb- .0001283
OllOOLLJ= 25.0 MFa 40. % BMEP= 0.3551 MFC\T=0.0003792 MFClb-.0000992
OllOOLLJ= 24.0 MF= 40. % BMEP= 0.6636 MroT=O.0003500 MFClb-.0000700
OllOOLLJ= 23.0 MF= 40. % BMEP= 0.8375 MFOl=0.0003208 MFClb- .0000408
OllOOLLJ= 22.0 MFa 40. % BMEP= 0.8781. MFC\T=0.0002917 MOClb- .0000117
OllOOLLJ= 21.0 MF= 40. % BMEP= 0.7869 MFOl=0.0002625 MFCP=O .0000175
OllOOLLJ= 20.0 MF= 40. % BMEP= 0.5651 MFOl=0.0002333 MOCP=0.0000457
OllOOLLJ= 19.0 MF= 40. % BMEP= 0.2142 MFC\T=0.0002042 MFCP=0.0000758
OFNGlNE SfEED=16 OO.RPM EXLCW>= 90.IKGM
OllOOLLJ= 29.0 MF= 40. % BMElb-3.1921 MFC\T=0.0005658 MFClb- .000285 8
OllOOLLJ= 28.0 MF= 40. % BMElb-2.0474 MFOl=0.0005367 MOClb-.0002567
OllOOLLJ= 27.0 MF= 40. % BMElb-1.0433 MroT=0.0005075 MFClb-.0002275
OIR;LLJ= 26.0 MFa 40. % BMElb-O.1787 MroT=O.0004783 MOClb- .0001983
OllOOLLJ= 25.0 MFa 40. % BMEP= 0.5476 MroT=0.0004492 MFClb-.0001692
OllOOLLJ= 24.0 MF= 40. % BMEP= 1.1370 MFC\T=0.0004200 MFClb- .0001400
OllOOLLJ= 23.0 MF= 40. % BMEP= 1.5907 MroT=O.0003908 MFClb-.0001108
OllOOLLJ= 22.0 MF= 40. % BMEP= 1.9100 MFC\T=0.0003617 MOClb-.0000817
OIR;LLJ= 21.0 MF= 40. % BMEP= 2.0963 MroT=0.0003325 MFClb-.0000525
OllOOLLJ= 20.0 MF= 40. % Bl£P= 2.1508 MFOl=0.0003033 MOClb-.0000233
OllOOLLJ= 19.0 MF= 40. % BMEP= 2.0751 MFC\T=0.0002742 MFCP=0.0000058
OFNGlNE SfEED=1200.RPM EXLCW>= 67.6KGM
OllOOLLJ= 29.0 MFa 40. % BMElb-4.7359 MFOl=0.0006358 MFCP=-.0003558
OIR;LLJ= 28.0 MF= 40. % BMElb-3.3061 MFOl=0.0006067 MOCP=-.0003267
OIR;LLJ= 27.0 MF= 40. % BMElb-2.0179 MFOl=0.0005775 MFCP=-.0002975
OllOOLLJ= 26.0 MF= 40. % BMElb-O.8703 MroT=0.0005483 MOCP=- .0002683
OllOOLLJ= 25.0 MF= 40. % BMEP= 0.1380 MFOl=0.0005192 MFCP=-.0002392
OIR;LLJ= 24.0 MF= 40. % BMEP= 1.0083 MroT=0.0004900 MFCP=-.0002100
OllOOLLJ= 23.0 MF= 40. % BMEP= 1.7417 MroT=O.00045 08 MFClb-.0001808
OllOOLLJ= 22.0 MF= 40. % BMEP= 2.3397 MroT=O.0004317 MOCP=-.0001517
OllOOLLJ= 21.0 MF= 40. % BMEP= 2.8034 MFOl=O.0004025 MFCP=- .0001225
OllOOLLJ= 20.0 MF= 40. % BMEP= 3.1344 MFOl=0.0003733 MOCP=- .0000933
OllOOLLJ= 19.0 MF= 40. % BMEP= 3.3338 MFC\T=0.0003442 MFClb-.OO00642
OFNGlNE SmED= 800.RPM EXLCW>= 45 .IKGM
OllOOLLJ= 29.0 MF= 40. % BMElb-6.8820 MFC\T=O .0007058 MFClb-.0004258
OllOOLLJ= 28.0 MF= 40. % Bl£lb-5.1670 MFOl=0.0006767 MOClb-.0003967
OllOOLLJ= 27.0 MF= 40. % Bl£lb-3.5947 MroT=0.0006475 MFClb-.0003675
OllOOLLJ= 26.0 MF= 40. % Bl£lb-2.1640 MFC\T=0.0006183 MOClb- .0003383
OllOOLLJ= 25.0 MF= 40. % BMElb-0.8737 MroT=0.0005892 MFClb- .0003 092
OllOOLLJ= 24.0 MF= 40. % BMEP= 0.2774 MFOl=0.00056 00 MFClb- .0002800
OllOOLLJ= 23.0 MF= 40. % Bl£P= 1.2906 MroT=O.0005308 MFClb-.0002508
OllOOLLJ'" 22.0 MF= 40. % BMEP= 2.1672 MFOl=0.0005017 MOClb-.0002217
OllOOL1J= 21.0 MF= 40. % BMEP= 2.9085 MFU/=0.0004725 MFClb-.0001925
llOOLLJ'" 20.0 MF= 40. % BMEP= 3.5157 MroJ=0.0004433 MOClb- .0001633
OllOOLLJ= 19.0 MF= 40. % BMEP= 3.9904 MFU/=0.0004142 MFClb-.0001342
FNGlNE SfEED= 400.RPM EXLCW>= 22.5&>M
llOOLLJ'" 29.0 MF= 40. % BMElb-9.6302 MFC\T=0.0007758 MFClb-.0004958
llOOLLJ= 28.0 MFa 40. % B/-Elb-7.6300 MFU/=0.0007467 MOClb-.0004567
llOOLLJ= 27.0 MF= 40. % 8I£lb-5.7736 MroJ"'0.0007175 MFClb-.0004375
llOOLLJ= 26.0 MF= 40. % BMElb-4.0599 MEO/=0.0006883 MOClb- .0004083
llOOLLJ= 25.0 MF= 40. % BMElb-2.4877 MroJ=0.0006592 MFClb-.0003792
llOOLLJ= 24.0 MF= 40. % 8I£lb-1.0557 MKV=0.0006300 MFClb-.0003500
llOOLLJ= 23.0 MFa 40. % BMEP= 0.2373 MroT=0.0006008 MFClb-.0003208
llOOLLJ= 22.0 MF=4O •. % Bl£P= 1.3925 MFOl=0.0005717 MOClb-.0002917
llOOLLJ= 21.0 MF= 40. % BMEP= 2.4113 MroT"'0.0005425 MFClb-.0002625
llOOLLJ= 20.0 MF= 40. % Bl£P= 3.2949 MEO/=0.0005133 MEClb-.0002333
llOOLLJ= 19.0 MF= 40. % Bl£P= 4.0448 MEO/"'0.0004842 MFClb- .0002042
138
The output is illustrated in the simulation program output tables
(4.8a) to (4. Ba). The initial conditions and the load are taken to
be constant as specified in the program.
From the simulation program output table (4.B) it can Pe seen.that
the optimum BMEP occurs at different injection advance when the speed
is varying. The range of variation of the optimum injection advance
is (-28 + -14) degree at various loads. The corresponding variation
in speed is (400 + 2000) r.p.m.
The input pressure depends upon the method of charging of the engine
(normal or supercharged). So the range of variations of the input
variables are:
-28~Anglij~-14 deg. 1
400~NE~2000 rpm (4.37)
O. B~Pl~1. 5 BAR
It can be noticed also that the mass of fuel burned at constant
volume MFCV is constant at the optimum conditions and constant load. Its
optimum value at full load is about MF.CV ;. 0.7 MFMAX.
Within the ranges indicated above the volume of the combustion chamber
at the start of combustion (V . . ) can be considered constant, and it is

1n]
reasonable to use the value at -24 deg.
V
inj
V2 + (V1MA~ + V2) (4.333 - cos ~ - 3.3331'1- 0.09 sin2~ )=
= 1. 7455BLT (4.39)
4.13 Obtaining the Relation Between Angle of Injection and MFCV, MFCP
The idea is to eliminate MFCV, MFCP from equation (4.25) and to use the
resulting relationship in equation (4.31). We have equation (4.25)

3 3 3
EW - 9.02 Pl + (726.79 10 - 50.9 10
.
. . )MFCV + 323 10
V1n] MFCP
Substitute for the value of MFCV, MFCP, V from equations (4.35),

inj
139
(4.36) (4.39) giving:
3 3
Ew = - 9.02 PI + [726.79 10 - 50.9 10 (1.74558)] (PRECMB.~~) +
3
+ 323 10 (MP - MPCV)
= - 9.02 PI + 637.94 103(PRECMB~J+323 10 3 (MP-MFCV)
Substituting for PRETDC MPCV from equations (4.34), (4.35), gives
3 0.0007 3
EW = -9.02 PI + 637.94 10 (-ANGLIJ + 0.006 NE) 2(24) + 323 10 •
• [MP - °2~~ (-ANGLIJ + 0.OO6NE)]
with
MP = .0007 kg/cycle
3
EW = -9.02 PI - 4.593 ANGLIJ + 323 10 MP + 0.02766 NE (4.40)
Use equation (4.40) to eliminate Ew from equation (4.31) giving
2.7675 3
NE = (5 + 0.1227) (- 9.02 PI 4.593 ANGLIJ + 323 10 MF + 0.02756NE)
NE (1 _ 2.7675 (0.02756) _) 2.7675(9.02) PI _ 2.7675(4.593)ANGLIJ +

= -
5 + 0.1227 (S + 0.1227) (5+0.1227)
2.7675(323 10 3 )
+ (S + 0.1227) MF
3
NE = _ 24.963 1 12.711 893.9 10
(S + 0.04644) P - (S + 0.04644) ANGLIJ + (S + 0.04644) MF (4.41)
Notice that due to the inherent feedback of engine speed (0.006 NE,
see the computer simulation chart Fig. (4. 10) the term (S+O.1227) is
changed to (S+0.04644).
Using equation (4.40) to eliminate EW from equation (4.32) gives
0.79578(S+0.04482)
Tq = (S + 0.1227) ( -9.02 PI - 4.593 ANGLIJ +
3
+ 323 10 MP + 0.02756 NE)
Use Equation (4.28) to eliminate NE, giving
Tq = 0.79578 (S+O. 04482) ,- -9 02 PI _ -4.593 ANGLIJ +

(S+0.1227) _.
+ 323 103 MP + (0.02756) (3.47778) Tq]

(s + 0.04482)
140
7.l779(S+0.04402) PI _ 3.655(S+0.04402)
1"'1 = IINGLIJ +
(S+0.04644) (StO. 04(44)
3
257.04 10 (S+0.04402)
+ MF (4.42)
(S+0.04644)
It is clear now that the pole has been shifted from (S+0.1227)
to (S+0.04644) while the zero (S+0.04482) is still unshifted.
Equations (4.41) and (4.42) can be written in the matrix form:
INE Tq] = ["Pl MF ANGLIiJ 24.963 7. 1779 (S+0.04482)

(S+0.04644) (S+0.04644)
3
893.9 10 257.04 103(S+0.04482)
(S+0.04644) (S+O. 04644)
12.711
(S+0.04644) - 3.655 (S+0.04482)
(S + 0.04644)
Matrix Form No. (4.43)
It can be seen that the transfer function matrix has two dependent
columns, because the output speed~f the engine depends u?On t~e output
torque for a given load.
The first row is negative, because the increase in the input pressure
causes an increase in the negative work done at the compression stroke.
The second row has very high gain to transform a small amount of fuel
into energy which appears as lMEP.
The third row is negative because the injection advance angle is
negative.
4.14 Comments and Conclusion
In the process of obtaining a linear model of the diesel engine,
many difficulties arise, and the conclusion must be that the linear model
can not be realized with any great accuracy. However, the overall error
is only about 5 to 10\ as can be seen from the results of the nonlinear
digital computer program output table(4.l)and the linear computer program
outputs table (4.8): especially at high value of input fuel.
141
Although the linear model is not accurate, it still has acceptable
accuracy, because it has a lot of advantages.
The effect of input temp. 'disappears in the linear model because
it is very small.
Since the parameter value in the full model cannot be accurately
known in most cases, the difference of 5 + 10% quoted between the
models should be quite acceptable.
Indeed, the performance of the linear model might be as close
to that of the real engine as the non linear model in a practical
test.
With this justification the linear model is used in the design
studies of a feedback control system described in the Chapters that
follow.
142
CHAPTER 5
GENERAL PROCEDURE FOR CALCULATION OF THE TOTAL TRANSFER FUNCTION
MATRIX FOR MULTI INPUT MULTI OUTPUT (MIMO) SYSTEMS USING LOOPS THEORY
5.1 INTRODUCTION
Signal flow graphs and matrix methods nave been used for some
71
considerable time in the fi'eld of network analysis ,40, referring
9-28
chiefly to electrical networks, and in the area of control In
the latter field, much thought has been given in recent years to the
problem posed by multi'loop systems

61
,28, problems ooth of control ~
of analysis. For example, in reference 54 (Chapter 3) the authors'
lay down a set of rules or instructions that enable the reader to
compute the closed loop transfer functions relating certain input
and output quantities, knowing open loop transfer functions in forward
and feedback paths. The instructions thus spelled out would in fact
be subsumed by the more general results derived in this chapter.
In reference 61 we read that, to paraphrase the authors' words, the
main weakness of eigenvalue assignment as a control tool is the Com-
plexity of the relationship between the numerator and denominator
polynomials in the closed loop transfer functions. This of course is
very true, but it is a step forward if we can state clearly just what
this complex relationship i'9, and that is what this chapter sets out
to do. In the same reference it is stated further that 'an interesting
result of a negative kind is avai'lable, the numerator of the transfer

'th th
function relating the j - input to the i - output is unaffected by
th
the values of any feedback gains which either emanate from the i
output or terminate on the j~ input t • The material presented in the
following chapter will allow the reader to see clearly why this should
be so,
143
-------------------------- .........
5.2 PATHS, LOOPS, AND MATRICES
We may represent the plant of a linear MIMO control system by a
transfer function matrix, which describes the way in which all the
outputs are related to all the inputs.
The same thing may be illustrated using a directed flow graph as
in Fig. (5.1), in which it can be seen that the transfer function
linking input i to output j is designated gij While this use of

subscripts seems only sensible, it is at variance with the conventional
notation used in the matrix form of representation, which, if we
employ tile subscripts as shown in Fig. (5,ll, would look like:
Yl gll g21
>"2 = g12 'c g22 [::] (5.1)
Y3 g13 g23
L
To resolve the conflict and still maintain the notation, which
we consider desirable, we will ·write the matrix eqn. (5.11 in the
alternative form of eqn. (5.2).
[:1 Y2 Y3] = h r
x2J gll
(5.2)
1921
Yet another form of description for the flow-graph of Fig. (5.1)
is the connection matrix of Fig. (5.21.
In this method of representation, it can be seen that the gains
leaving a particular node are found in the appropriate row while the
gains entering it are found in the appropriate column.
Because of the simplicity of the directed flow graph of Fig. (5.1),
the connection matrix appears to offer no more than, say, the matrix
of eqn. (5.2), but when we add to the plant of Fig. (5.1) a compensating
144
X·~------~rJ~~ ______~~________~
Fig. (5.ll A 2-input 3-output system
Xl x Yl Y2 Y3
2
xl 0 0 gll g12 g13
x 0 0 g2l g22 g23

2
Yl 0 0 0 0 0
Y2 0 0 0 0 0
Y3 0 0 0 0 0
Fig. (5.21 The connection matrix
145
feedback network as in Fig. (5.3) we obtain the connection matrix of
Fig. (5.4), which is rather more significant. Because of the various
branches of Fig. (5.3) that have a gain of unity we may observe that
Yl = ul ' Y2 =u2 ' etc., and reduce the unwieldy matrix of Fig. (5.4)
to something of more manageable proportions,Fig. (5.5). It is normal

in control systems that the input quantities do not directly interact
with one another, and likewise for the output quantities, so the shape
of Fig. CS. 51 1:S cnaracteristic. Note the four subrnatrices two of
which are null, along the diagonal, and the other two which are identical
with the transfer function matrices for the plant, G(s), and the feed-
back compensator, RCsI.
The aim of the work reported here is to obtain an analytical
expression for the relationship between input i and output j of the
closed loop system. This is done by making use of the connection
matrix in the form illustrated in Fig. (5.5), explOiting the similarity
between its subrnatrices and the transfer function~atrices of the plant
and the compensator, G(s). and RCs), to arrive finally at a relationship
expressed in terms of G(sl and HCsI and their minors which does not
involve matrix inversion.
146
Fig.(S.3) A compensated feedback network
147
"'1 z2 xl x Yl Y2 Y3 u u u v2
2 1 2 3 vI
zl 0 0 1 0 0 0 0 0 0 0 0 0
z2 0 0 0 1 0 0 0 0 0 0 0 0
xl 0 0 0 0 0
gll g12 g13 0 0 0 0
x 0 0 0 0
2 g21 g22 g23 0 0 0 0 0
Y1 0 0 0 0 0 0 0 1
.... 0 0 0 0
""
CD
Y2 · 0 0 0 0 0 0 0 0 1 0 0 0
Y3 0 0 0 0 0 0 0 0 0 1 0 0
u 0 0 0 0 0 0 0
1 0 0 0 hll h12
u 0 0 0 0 0 0 0
2 0 0 0 h21 h22
u 0 0 0 0 0 0 0 0
3 0 0 h31 h32
vI 0 0 1 0 0 0 0 0 0 0 0 0
v 0 0 0 1 0 0
2 0 0 0 0 0 0
Fig. (5.41 The connection matrix for the diagram of Fig. (5.31
Xl x YI Y2 Y3
2
xl 0 0 g11 gl2 gl3
x 0 0 gn
2 g22 g23
YI h11 hl2 0 0 0
Y2 h21 h22 0 o. 0
Y3 h31 h32 0 0 0
Fig. (5.5) The reduced connection matrix for Fig. (5.3)
H
11
22
0:.=-----.. . _____ <<<'-___-=="""
G
11
Fig. (5.6) A 2 X 2 system
•
149
Describing an m-input n-output system henceforth as an m x n system,
consider the 2 x 2 network illustrated in Fig. (5.6) and let us derive
the transfer function relating Yl to zl using Mason's formula, which
we may write (see any control textbook)
=
(5.3)
The determinant 6 is given by
i.e. ~ = 1 + det GH - tr GH * (5.4)
There are two paths joining the nodes in question so that k = 2.
so that
g11 (1-g22 h 22) + g12 h 22 g 21
tll = ~
g11 - h 22 (det G}
1 + detGH - trGH (5.5)
* det: abbreviation of determinant

tr: abbreviation of trace of a matrix which is the sum of
principo.t diagonal
150
In a similar manner one may derive
g12 + h 12 (det G)
t12 =1 + detGH trGH (5.6)
g21 + h21 (detG)

t21 = 1 + detGH - trGH (5.7)
g22 - hU (detG)
t22 = 1 + detGH - trGH (5.8)
Note that the subscripts of (H) in the numerator denote, in each
case, the two ports of (H) that are not directly connected to the input
and output ports of the transfer function.
Before going on to consider systems of greater complexity we
derive some intriguing properties of the determinant of a general
connection matrix W, fused on two fundamental observations concerning
the determinant of any matrix.
For ease of reference we refer to the terms in the determinant
as w ' e.g. for

d
W=
etc.
(Note that W in this context need not have the shape of Fig. (5.5)
OF THE DETERMINANT OF ANY MATRIX WE MAY SAY:
(iL For an n x n matrix, wd will- be the product of n gain terms that
are derived from the n rows and n columns in such a way that no
two gains come from the same row or column, e.g.
151
(iil The sum of the terms wd that constitutes the determinant covers
all the possible combinations of the subscripts i and j, under
the constraint imposed in (il.
If we apply these two general observations to a connection matrix,
recalling that wij then represents the gain of a branch starting at
node i and finishing at node j, some interesting properties of the
connection matrix emerge.
CaI In the expression for wd each node must figure once as a
starting point and once as a finishing point, and no more
(from (ill. Consequently wd must be the gain of a loop, or
the product of the gains of nontouching (disjointl loops.
For example w13 w21 w32 is the gain of a single loop Fig. (5.7),'
while wll w32 w23 is the gain of two disjoint loops, Fig. (5.8).
051 Det W gives the surn of the gains of all the loops containing
n nodes, together with the surn of the gain products of those
disjoint loops that have a total of n nodes between them
(from Ci'iH. For example, the graph of Fig. (5.9) gives
the connection matrix,
0 w w13 w
12 14
0 0 w w
W =
23 24
0 w 0 w
32 34
1<41 0 0 0
whence
det W= w41 {w32Cw13w24 - w14w231 + w34w12w23}
w41w13w32w24 + w41w12w23w34 - w41w14w32w23
= + +
152
I / I \
I
/ \
\
/
I
I
w
\
,,
I
3 2
W
32
Fig. (5.7) A 3-node system w
wi th one loop 32
w13 w w Fig. (5.8) A 3-node system
21 32 incorporating two
loops
wll ' w32 w23
Fig. (5.9) A 4-node example with

numerous loops
153
The terms wl and w2 are 4-node loops, while w3 is the product
of disjoint loops having four nodes between them. (The
signs of the terms will be considered fully in due course).
(cl' If one node is removed from the flow graph, which means
one row and column from W, the det. of the reduced matrix,
referred to as a minor of W, will give the gains of loops
liaving n - 1. nodes and gain products of disjoint loops having

n - 1 nodes between them. When each node in turn is
considered to be the one removed the ensuing minors together
give the gains of all the loops and disjoint groups with
n - 1 nodes.
This process can clearly be carried on by removing two
nodes at a time (in every possible wayI, then three nodes,
and so on to n - 1 nodes and the sum of the resulting minors
wi'll giVe tlie sum of all the loop gains together with the
sums' of the products in the various disjoint groups, exactly
as required to form the determinant ~ of Mason's formula.
caL If column i and row j are removed from W we have removed
from the graph. all inputs to node i and all outputs from
node j. Tlie resulting minor (the det of the reduced matrix)
gives the gains of paths jOining node i to node j with each
path gain multiplied by the gains of associated diSjoint

loop groups. For example the 2 x 2 network used earlier is
reproduced as Fig. (5.101 and gives rise to the connection

matrix
0 0 g11 g12
0 0 g2l g22
W=
hll h12 0 0
h2l h22 0 0
154
Removing all inputs to node 1 and outputs from node 3 means
deleting column 1 and row 3 from W. The reduced matrix is

therefore given by
,0 gll g12
W* = g21 g22
l:22
° °
and the minor by
The first term is the gain of a path from node 1 to node 3
multiplied by the gain of the loop that does 'not touch the
path, and the second term is the gain of the other path
joining these nodes which has no disjoint loops.
Note that each term in the minor chosen above must
contain three elements, so only those paths and disjoint
groups comprising a total of three gain~ (or four nodes)
will be found. In a more complex example there could be
others besides, comprised of only one or two gains, so in
general further steps must be taken to discover all the
paths and loops.
(e[ To reveal every path from node i to node j with its associated
disjoint groups, we must firstly remove column i, row j
from W (as in (dU and compute det W*, secondly remove
column i, row j, ~ node k (row and column k) where k takes
on every value in turn except i and j, and compute the det.
of thi's reduced matrix, 'denoted W

k' thirdly, remove column i,
155
1 If
Fig. (5.10) The 2x2 network again
__- r 1 .
Fig. (5.11) Another 4-node example
156
row j, and the nodes in all possible groups of ~ always
excepting nodes i and j, computing the determinants of
the reduced matrices at all stages, and so on, taking the
nodes in groups up to n-l.
To illustrate, consider the graph of Fig. (5.111,
described by the matrix
0 0 w 0
13
0 0 0 w
W= 24
w w 0 0
3l 32
w w w 0
41 42 43
and let us discover the paths and disjoint loops from node 4
to node 2.
o o
W*= (eliminating col.4, row 2)
~=
1
[.W32
w
42 :J (eliminating col.4,
row 2, plus col. 1, row 1)
W* =
3
[:41 :J (eliminating col. 4,
row 2, plus col.3, row 3.)
WJ:,3 = w (eliminating col. 4, row 2

42
plus col. 1, row 1 and
col. 3, row 3)
Hence det W* =
wlww3lw42
det WJ: = w w
32 43
det W* = 0
3
det Wi,3 = w
42
157
It is easily verified that these terms give all the necessary
path gains plus path gain multiplied by disjoint loop gain
where required.
The signs needed in the summation of the expressions
above still remain to be considered.
5.3 THE DETERMINATION OF A TRANSFER FUNCTION
It will be apparent that the various terms required to formulate
a transfer function according to Mason's rule are available in the
minors of the connection matrix W. What is not yet clear is how,
precisely, the various minors are marshalled to produce the final
transfer function.
To investigate this, let us consider the network of Fig. (5.12)
(which is the shape of Fig. (5.111 with the addition of node 5) and
determine the transfer function linking node 5 to node 2, input and
output respectively.
5.3.1 Using Mason's Rule
Doing it in the first instance by Mason's rule directly, there
are four loops in the diagram which may be described in terms of the
nodes comprising them as: L13, L24, L243, L1324. Since the first two
do not touch,
5 4 1
Fig. (5.12)
3 2
~ = 1 - {L13 + L24 + L243 + L1324} + {L13 L24} (5.9)
158
There are three paths from node 5 to node 2: p542, P5432, P54132,
one of which (P542! has the disjoint loop L13. Hence the numerator
of the transfer function is
EP 6 = PS42(1 - L13} + P5432 + P4132 (5.10)

k k
S.3.2 The Denominator Computed From the Matrix
Carrying out the same computations in terms of the S x S connection
matrix
:;
0 0 w13 0
0 0 0 w
24
W = w w 0 0 (5.11 )
31 32
w
0
41
w
0
42
w
0
43
0
w
54
:j
we first note that because column S is zero det Wand all minors that
include node S are sero. In fact the only submatrices with nonzero
determinants are
-0 0 W13 0
0 0 0 w
24
Ws = deleting node S
w w 0 0
31 32
w w w
41 42 43 0
J
deleting nodes 5 and 1
W
5,3,1 deleting nodes 5, 3 and 1
159
W deleting nodes 5, 4 and 2
5,4,2
If the dimension of a submatrix is denoted by the letter q then
q5 = 4, q5,1 = 3, q 5,3,1 = q 5,4,2 = 2, and the denominator of the

transfer function is given by
where
q5 q5 1 q
(-11 . det W5 + (-11 ' ·det W5 1 + (-11 5,3'~det W +
, 5,3,1
q
+ (-11 5,4'~det W
5,4,2
(5.12)
So
~ = 1 + (L131 (L241 - L1324 - L243 - L24 - L13 (5.13)
which the reader will see is identical to eqn. (5.91
5.3.3 The Numerator Computed from the Matrix
The determination of the elements of the numerator is somewhat
more intricate because we are now concerned with loops and paths, and
hence with W* (Section 5.2 (ell rather than W.
If the transfer function of interest is t we describe the

ij
element w ... of the connection matrix as 'the pivot', and count which row
1.J
r and column c of W* the pivot lies on so that if w* is of dimensions
q x q we can then compute the quantity
p = r + c + q - 1 (5.14)
We can in this way compute p for each submatrix of W* that has
a nonzero determi'nant. In this case
160
0 0 W13 0
w w 0 0
31 32
W* =
w w w 0
41 42 43
0 0 0 w
54
(the W-matrix of eqn. (5.111 deleting column 5, row 2 because we want
the transfer function from node 5 to node 2.)
Proceeding exactly as described in Section 5.2 (el, we find that
set W* =
det Wl: =
det Wl:,3 =
are the only nonzero minors. For each of these minors the value
of P can be calculated according to eqn. (5.14)
Po = 4 + 2 + 4 - 1 = 9 (from W*)
P1 3 + 1 + 3 - 1 =6 (from Wi)
P1 ,3 2 + 1 + 2 - 1 =4 (from Wl:,3)
=
and evaluate the numerator of the transfer function from the expression
Po P1 P
S* (-11 . det W* + (-1) .det W* + (-1) l,3.det W*
n 1 1,3
= P542 [1 - L13) + P54l32 + P5432 (5.15)
This is identical to eqn. (5.10)
161
5.3.4 Summary .
The transfer function linking input node i to output node j is
given by
S*
n
= = (5.16)
where M is a minor of the connection matrix Wand the summation is
over all possible minors obtained by removing one or more nodes
from W; likewise for M* which is a minor of the reduced connection
matrix W*.
5.4 Application to Feedback Control Systems
In this case we can describe the plant as a matrix (G) of transfer
functions linking the inputs i to the outputs j and the compensating
feedback network as a matrix CHI linking the outputs j to the inputs 1.
This leads, as pointed out in Section 5.1, to a connection matrix
having the shape of Fig. (5.51: all the forward gains appear in one
quadrant and all the feedback gains in another. Because of this it
is possible to reformulate the expressions for Sd and Sn (Eqns. (5.12)
and CS.1511 in terms of (G1 and CHI, removing the need to form the
W-matrix.
Note firstly that if in Fig. (5.12) we set the gain w to 1

54
the analysis carried out in Section (5.31 produces the same results
as that carried out in Section (5.21 on the network of Fig. (5.11).
Hence in all that follows we achieve a certain simplification at no
real cost by omitting the input nodeCsl and assuming that all inputs
have a gain of unity.
162
5.5 Calculation of an Element t .. of the Total Transfer Function Matrix
1)
A simple method is presented now for the calculation of the
transfer function matrix (T), given the plant matrix (G) and the
feedback matrix (H).
A specific example for a 3 x 3 matrix is considered; the reader
will easily extend it to matrices of any size.
To calculate the general element t in the total transfer function

ij
matrix, (Gl and (Hl must be square matrices (according to the procedure
describedl; if not, they should be squared by adding the appropriate
rows or columns of zeros, the extra terms in calculations will have
the value of zero automatically.
From equation (5.161 the term t •. is

1)
S*
n
t .. =
1) 1 + Sd
where S~ and Sd are described below in terms of (G! and (HI.
5.5.1 Calculation 6f the Denominator Term Sd of t

ij
To form the denominator from (wl we compute the det of (W) and
of all the submatrices formed by deleting one or more nodes. In the
special case considered here, with the null quadrants, it will be
seen that when W is reduced by removing an odd number of nodes the
resulting minor is' zero, and in fact all submatrices will be singular
unless they are formed By removing an equal number of input and output
nodes'.
th
i
Remov'ng the a th.rnput an dtheb output node f rom (W)has t h e
th th
effect of removing the a row from (G) and the a column from (H)
and the b th column from (Cl: and the b th row from CHI. If we delete
row a, column I:i from (C) the resulting suhmatrix is denoted (G) a
b
163
and it follows from the observation above that when we form (G)~ we
must also form (H)b the H-matrix less row b, column a. It is found
a'
furthermore that
det (W) = (-1) q. det (GI.det (H)
and
det (Wl =
ab
th
where CWl ab represents (w) less the a input node and the b th output
a
node, and q (or qab) is the dimension of (G) (or (G)b).
Thus Sd may now be described by
qab a
S = E(-l) .det (G)b.det (5.17)
d
where the summation is taken over all submatrices of (G) and (H)
(including (GI and CH) themselves).
When calculating the denominator of t .. , all the possible combinations

l.J
of the submatrices of (GI and CHI must be considered; there are no
exceptions.
For the case of the 3 x 3 matrix all the possible omissions of
rows and columns in forming the submatrices are given in general by
the following procedure;
a
Omit row a column b from (G) to form (G)b. Omit column a row b
b
from (H) to form (H) a where a, b will take every possible combination
as follows in table (5.13).
164
(a) (b) order of det. (q)
Group 0 0 0 3
Group I 1 1 2
1 2 2
1 3 2
2 1 2
2 2 2
2 3 2
3 1 2
3 2 2
3 3 2
Group IX 12 12 1
12 13 1
12 23 1
13 12 1
13 13 1
13 23 1
23 12 1
23 13 1
23 23 1
a Hb
Rows and columns to be omitted in the formation of Gb'
a
TABLE (5.13)
In the case of group Q there is only one entry which corresponds
to no deletions. In general (when G and 11 are of dimension n x n) , the
165
total number of entries NCO over all the groups is given by:
r=(n-l) [ n! j2
NCO = l: ' ( _ ) ' when forming the denominator. (5.18)
r-
=0 .r. n r .
In our case n=3 therefore
3'
NCO = [ O! (3!)]
12 r 3'
+ li!(2n]
12
+
[3' 12
2!(i!)] = 19 entries
See table (5.13).
The denominator term Sd is calculated using the summation equation
(5.171, Le.
= l: (-l)qdet(G~).det(Hb) where q is the order of

All minors a
the minor.
In the given example when calculating t , the minors of (G) and
23
corresponding (H) are:
(remove row a and column b when forming
(remove row b and column a when forming
I
11, ~.
2
166
2
G =
2 l'n 'Bj
g31 g33
H2 =
2 rn OBj
h31 h33
,,,] r,on OBJ

r
u
2
G = H3 =
3 2
g31 g32 h21 h23
r"
h22
3
G =
1
['n 'B] HI =
3
g22 g23 h31 h32.
on]
3
G =
2
r"
g21
'B]
g23
2
H =
3
r" h31 h32
on]
3
G =
3 ['" g21
'n]
g22
a33 =
r
u
h21 h22
12 12
G
12
= g33 a12 = h33
12 H13
G = g32 = h23
13 12
12 23
G = g31 H12 =
23 h13
13 H12
G = g23 =
12 13 h32
G13 = H13 =
13 g22 . 13 h22
13 H23
G = g21 = h12
23 13
23 H12
G = g13 =
12 23 h31
23 H13
G = g12
13 23 h21
23 23
G = g11 H h11
23 23
167
Now the denominator term Sd is
9 11
-
9 12 913 h11 h12 h13
3
Sd = (-1) 9 21 9 22 9 23 h21 h22 h23
9 31 932 9 33 h31 h32 h33.
+(_1)2
r" '
932
'j ~~' ~'j [~" ' 'j
9 33 h32
l'' "D]
h33
(-1) 2
9 31 9 33 h32 h33
+ (-1) 2
r ' '
9 31
j ~"u ""j
932 r,'" '
h22
uj r"
h23
",,](-1) 2
932 9 33 h31 h33
+(_1)2
r" r" r" '''j. r" ""j
931
' 'j "Uj
9 33 h31 h33
(-1) 2
9 31 932 h21 h23
+(_1)2
[~" ' 'j ["" ""j r" ' 'j r "')
9 22 9 23 h31 h32
(-1) 2
9 21 9 23 h31 h32
+(_1)2
1'"
9
,
21
,]. r" :,,]
922 21 22
1
+(-1) (933.h33 + 9 2h23 + 931h13 + 923 h 32 +
3 922h22 +
+ 921h12 + 913h31 + 912h21 + 911h11)

. (S.lY)
168
S.S.2 The Numerator Term Sn of the Element t
ij
As pointed out in section'S.3.3, this involves W*, which is obtained
from W by deleting a column i (corresponding to the input node) and
a row j (corresponding to the output node). In terms of (G) and (H)
it will be seen that this process leaves (G) untouched but deletes
a row and column from (HI. The process of deleting from W* all the
nodes, except those designated input and output, in all possible ways
has its counterpart in terms of (G) and (H) in the following process:
Take the list given above of rows and columns to be deleted from
-
(Gl and (HI and modify it to form (G) a by removing all lines that
b
involve either ~ i or column j. If, for instance, in the 3 x 3
example quoted above, the input were to node 2 and the output from
node 3, i.e. t to be obtained, then the modified list of row-column

23
-
combination to be deleted in the formation of (G)a can be obtained
b
as follows:
Remove from table (S.13[ every horizontal line containing
a = 2 or b:= 3.
The new list of deletions is in table (S.14).
Row (;) Column (b)

, -
Group 0 0 0
Group I I I
1 2
3 1
3 2
Group 11 1,3 1,2
Rows and columns to be omitted in the formation of (G)a assuming

b
the element being computed is t .
23
Table (S.14)
Ib9
The submatrices of (G) are then formed from this list by the same
procedure as was used for Sd. .
For each submatrix of (G) there is a corresponding submatrix
of (HI which is formed as in the case of (G) but row i and column j
must be removed in addition, to give table C5.15! in this example.
Hence (HI~ is always one order smaller than (GI~

a b
Column ra) Row (b)
0,2 0,3
1,2 1,3
1,2 2,3
3,2 1,3
3,2 2,3
1,3,2 1,2,3
Rows and columns to be omitted in the formation of CH)~ assuming

a
the element being computed is t •
23
Table (5.151
The submatrices of (H). are then formed from this list by the
same procedure as was used for Sd. A new formulation of S* is

n
therefore possible:
p--
. a • det (H) b
S*
n
= gij +"~ (-1'L ab. det (G) (5.20)
ii a
or if
p--
S !;(-l)
ab • det (G) a ii
• det(H)_
n (5.21)
b a
then
S* = gOj + Sn (5.22)
n 1·
170
In the case of group 0 in table (5.14), there is only one
=
entry which corresponds to no deletions.
In general (when (G) and (H) are of dimension n x n), the total
number of entries NCN in all the groups is given by:
r= (~-l) 1 (n-l) : 12
NCN = r:o r:(n-r-l): when forming the numerator (5.23)
In our case n=3 therefore
NCN = 2: 12 1 2: 12
+ I!.l!
1 2: 12 = 6 entries
1O!.2! + 2!.O!
see tables (5.14) and (5.15)
The numerator term S is calculated using the summation equation (5.21).

n
Sn = 1: (-l)Pdet(G)a.det(H)a
all minors .b b
The value of parameter p is deduced from (G)a according to
b
p = r+C+q-l (5.24)
-
where q is the order of (G) a
b
r, C depend upon the position of the pivot, which is the element
a above by the element
gij of the matrix (G)_ and 1, j are defined as
b
t of the total transfer function matrix (T).
ij
a
r, C are the row and column of (G) in which the pivot gij lies.
b
In the given example when calculating t 23 the basic matrices are:
gll
(G)a = CJ21
b
g31
b
The degree of matrix (H) is always one less than the degree of
a a
(G) matrix.
b
Thus (G) ~ and the corresponding (H) ~ are: (notice that the pivot is
b a
underlined)
and H~ = [:::
P = 3+2+3 -1 = 7
P = 1+2+2-1 = 4.
P = 1+2+2-1 = 4.
P = 2+2+2-1 = 5.
P = 2+2+2-1 = 5.
12
and H13= . o.
Matrices group No. (5.25)
Notice that g23 must be added artificially to the numerator.
172
Now the element t of the total transfer function matrix can be
23
calculated according to equation (5.16) and (5.22)
gij + Sn
t'1. j .
= (5.27)
1 + Sd
. Le.
g23 + Sn
t =
23 1 + Sd
5.6 Digital program for calculation of total transfer function matrix (T)
It is clear that this method of calculation of the elements of the
transfer function matrix is well suited to computer based computation.
173
A computer program was therefore written to produce the necessary submatrices
so that the reader has only to sum .the necessary matrix products to form
Sn and Sd· See appendix (4.·1) .'ll1e requirerl input data for the program is simply
- The dimension of the (G) matrix NN
e.g. NN =3
- The position I, J of the total transfer function element t
ij
e.g. I = 2
J =3
The output of the program will be sets of corresponding minors of
(G) and (H), and it is stated that each minor product must be multiplied
by either'. (+1) or (-1) when performing the summation. See comt>uter output table (5.'. .1)
'll1e formation of Sn and Sd must be performed by hand which leads to
form t and (T) - matrix.

ij
A new computer language MACSYMA is introduced recently in the reference
number (94 ) which helps performing the hand work and saves enormous time
and mistakes.
5. 7 Forward Path Compensation
Compensation may be undertaken in the feedback path or in the
forward path or both, so it is necessary to consider a system with both
types of compensation. (Fig. (5.16)
Fig. (5.16)
Since(F)is a matrix of transfer functions like(H)and(G), so it adds
greatly to the complexity of the network and of t, ,. However, (T) can be

. 1J
calculated by 5ubstitutinq (F) * (C), ch'not('rl (FG), for (G) in thp procedure
174
described above and the program used previously modified accordingly
(see Appendix 4.2 also see computer output table 5.2 at the end of
this chapter.
5.9 Feedback design in the matrix form
This is an easy way of designing the forward compensation matrix (F)
and feedback matrix (H) which depends on obtaining the total transfer
function matrix (T), then getting the values of f , h which satisfy

ij ji
certain conditions such as new values of poles and zeros.
From the examples solved in Appendix 5, a number of general rules
may be obtained.
th
* In general when the denominator of t is of n order, n-
ij
conditions must be satisfied (i.e. according to the coefficients of
n-l
S ,and the specification of the numerator constant adds
another, making a total number of conditions NH to be met when specifying
h where
ji
NH = n+l.
* The forward compensation matrix (F! needs to satisfy more conditions
because, unlike the denominator, the numerators of the elements of(T)
are different in value and order. The number of further conditions is
m m
NF = 1: 1: Rij
i=l j=l
where m (higher) dimension of the T-matrix
R order of the numerator of the element t in the T-matrix

ij
* NF becomes zero when the rank of the original G-matrix is less than
the rank of the final T-matrix, and in this case no F-matrix can be
obtained.
* It is found that, to re-locate rn-poles in the system, it is
necessary to use at least m-feedback elements h ...

)1
Also, to re-locate a pole in gij use feedback element h , i.e.

ji
175
The unused e] ements h .. in (If) may be set to any
)1
arbitrary value, e.g. zero.
• It is not always possible when fi' and h" are constant to satisfy
. ) )1
all the numerator conditions, but it Seems not to be difficult to
locate the zeros in suitable regions •
• In general when h
ji
is a constant it can not appear in the numerator,
but f ij appears in both numerator and denominator, so the value of f

ij
must be obtained first from the numerator, then substituted in the
denominator, after which the denominator is a function of h only.

ji
In this chapter a new computer based method has been introduced to
calculate the total transfer function for multi input/output systems
knowing its basic transfer function matrix (Gl.
The method might not be of any great benefit for 2 input/output
systems, but it is probably the most satisfactory way to obtain the
total transfer function matrix for 3 input/output systems or higher.
This method opens the way to the design of feedback controllers for
multi input/output systems in general, and the examples solved in
Appendix (5) lay down the rules, and illustrate its capability and
limitations. (See paragraph 5.8).
The reader need not know much about the theory or the procedures
of the method, since it is contained in a computer program.
From the procedure of the design it can be seen that it is enough
to calculate the denominator of one term of the total transfer function
matrix when dealing with poles, because the denominator of each term
contains all the poles of the system, see Appendix (51 ,but it is
essential to calculate the numerator for each term of t in the total

ij
transfer functi'on matrix.
When calculating SN, SO the hand work needed is· not so big as most
of t.he minor de terrninanLs ace equal to zeroes.
176
TO shift n poles it is necessary to consider at least n feedback
elements h , the extra feedback elements which are unused can be

ji
considered zero. The unknown h can be obtained by comparing the
ji
denominators only, to obtain the desired poles.
To achieve the desired zeroes ,a forward compensation matrix (F)
needs to be used. When using (F) compensator, f appears in both

ij
numerator and denominator of t , therefore it helps relocate zeroesas
ij
well as poles.
Though often the (F) matrix is unable to place the zeroes exactly
where they are required, but a satisfactory value for (F) can be
obtained by trials to place the zerooo in an appropriate region.
Usually the values of h .. are negative which helps to increase

Jl.
stability.
Use of the (F) matrix often helps achieving a diagonal dominance
in the system.
The values of h .. or f'j can be a constant real number or a

) l. l.
polynomial in S which increases the scope of the method.
177
COMPUTER OUTPUT TABLE (5.1) TO CALCULATE THE ELEMENT t
23
0\L<lJLATI(N OF mE '!OTl\L mR>IsreR l!UNCI.'ION ELEMENr T(2,3)

WHERE T(I,J) =(RO(I,J) +m)/(l+SO)
fN , so ARE 16 IEFINFD BFLCW
fN IS mE AlGEBRAIC SUM OF '!HE IRcwcrs OF ALL 'lHE

F.AOi MJLTIH.IED BY +l <R -1 16 lNmCATED
KlLTIH.IED BY -1
DE'lfmIImNT OF
FGl.l ROl.2 ROl.3
R02.1 R02.2 R02.3
ro3.1 ro3.2 R03.3
KlLTIH.IED BY ':mE IE'IERMlNllNT OF
Hl.l m.3
m.l m.3
MDLTIH.IED BY +l
DE'lmMINllNT OF
002.2 R02.3
ro3.2 ro3.3
KlLTIH.IED BY ':mE lE'l'mMINllNT OF
H2.3
K1LTIR.IED BY +l
DE'lfmIImNT OF
FG2.l R02.3
ro3.l ro3.3
KlL'l'IH.IED BY '!HE lE'l'mMINllNT OF
Hl.3
KJLTIR.IED BY -1
DE'lmMINllNT OF
FGl.2 ROl.3
FG2.2 FG2.3
MDLTIH.IED BY ':mE lE'l'mMINllNT OF
H2.l
/oUL'l'IH.IED BY -1
DE'lmMINllNT OF
FGl.l R01.3
R02.l FG2.3
MUL'l'IH. IED BY 'llIE DETERMlNllNT OF
l7ti
lULTIH.mD BY 'ruE IE'reRMlNlINT OF
Hl.l
51) IS mE lIrGFBRAIC SUM OF ALL mE RLUWOO MlNOOS ffiCllJCl'S
IULTIR.omD BY -1
DE'llRMINJ\NT OF
FGl.l FGl.2 FGl.3
FG2.1 FG2.2 FG2.3
FG).1 FG3.2 FG3.3
KJLTIR.mD BY 'ruE rE'IERMlNlINT OF
Hl.l HI.2 HI.3
H2.1 H2.2 H2.3
ID.l ID.2 ID.3
KJLTIH.mD BY +1
DE'lmMINlINT OF
FG2.2 FG2.3
FG).2 FG).3
KJLTIR.mD BY 'ruE IETERMINlINT OF
H2.2 H2.3
ID.2 ID.3
KJLTIH.IED BY +l
DE'llRMINJ\NT OF
EG2.1 FG2.3
FG).1 FG).3
KJLTIH.IED BY 'ruE IETERMINlINT OF
ffi.2 HI.3
ID.2 ID.3
KJLTIR.IED BY +l
DE'lmMINlINT OF
FG2.1 FG2.2
FG).1 FG3.2
IULTIR.IED BY 'ruE IETERMINlINT OF
Hl.2 HI.3
H2.2 H2.3
KJLTIR.mD BY +1
DE'lERMINlINT OF
FGl.2 FGl.3
FG3.2 FG3.3
MULTIR.IED BY '!HE IETERMINlINT OF
H2.1 H2.3
179
H2.1 H2.3
H3.1 H3.3
KJLTIH.IED BY +1
DE'lmMINJ\NT OF
R;l.l R;1.3
R;3.1 R;3.3
KJLTIH.IED BY 'mE IETERMlNllNTOF
Hl.I m.3
H3.1 H3.3
KJLTIH.IED BY +1
DE'lnU«NPNT OF
R;l.l R;1.2
R;3.1 R;3.2
!{)LTIH.IED BY 'mE I:ETERMlNllNT OF
Hl.1 m.3
H2.1 H2.3
KJLTIH.IED BY +1
DE'lmMINJ\NT OF
R;l.2 R;1.3
R;2.2 R;2.3
KJLTIH.IED BY 'mE IETERMlNPNT OF

H2.1 H2.2
H3.1 H3.2
!{)LTIH.IED BY +1
DE'lmMINJ\NT OF
R;l.l R;1.3
R;2.1 R;2.3
MULTIH.IED BY 'mE IETERMlNPNT OF

HI.I m.2
H3.1 H3.2
!{)LTIH.IED BY +1
DE'lfRMINPNT OF
R;l.l R;1.2
R>2.1 R;2.2
!{)LTIH.IED BY '!HE IETERMlNllNT OF

Hl.l Hl.2
H2.1 H2.2
!{)LTIH..IED BY -1
DE'lffiMINllNT OF
180
lE'ImMINNlT OF
FG3.3
KJLTIH.IED BY WE IE'lERMlNNlT OF
m.3
KJLTIH.IED BY -1
DE'lmMINllNT OF
FG3.2
MJLTIH.IED BY WE IE'lERMlNllNT OF
H2.3
KJLTIH.IED BY -1
DE'nRMINllNT OF
Rn.I
MJLTIR.IED BY WE IE'lERMlNllNT OF
HI.3
KJLTIR.IED BY -1
DE'nRMINllNT OF
FG2.3
KJLTIR.IED BY WE IETERMINllNT OF
m.2
MJLTIR.IED BY -1
DE'lmMINllNT OF.
FG2.2
MJLTIR.IED BY WE IETERMINllNT OF
H2.2
KJLTIH.IED BY -1
DE'lmMINllNT OF
FG2.1
MJLTIR.IED BY WE IE'lmMlNllNT OF
H1.2
MJLTIH.IED BY -1
DE'illRMINllNT OF
roI.3
KlLTIH.IED BY WE IE'lmMlNNlT OF
H3.1
MJLTIH.IED BY -1
181
KJLTIR.mo BY -1
OE'lmMINllNT OF
R;1.2
MJLTIR.mO BY 'mE ~l1NT OF
H2.l
KJLTIR.mo BY -1·
OE'lfRMINllNT OF
FGl.l
KJLTIR.mo BY 'mE ~l1NT OF
HI.l
COMPUTER OUTPUT TABLE (5.2) TO CALCULATE '!HE ELEMENT t WHEN FORWARD
23
COMPENSATION MATRIX (F) IS USED.
CALCI.JLATICN OF '!HE 'lOTl\L 'lR.I'fl SEER ruNCl'ICN ELEmn' T(2,3)

WHERE T(I,J) =(G(I,J) +~)/(l+SD)
~ , SD ARE PS IEFINED BEUW
~ IS 'lllE J\[GffiRAIC SUM OF '!HE ffi<IlJCl'S OF ALL 'lllE FOIJ.Oo1]N3 MINORS,

EI'OJ MJLTIR.IED BY +l CR -1 18 INDICATED
KJLTIH.IED BY -1
DE'.lmMINlNr OF
Gl.l Gl.2 Gl.3
G2.l G2.2 G2.3
G3.l G3.2 G3.3
IIlLTIH.IED BY '!BE DE'mRMJNlINT OF

m.l m.3
132.1 132.3
MDLTIH.IED BY +1
DE'lmMINmT OF
G2.2 G2.3
G3.2 G3.3
KJLTIH.IED BY mE lE'IERMINlINT OF
H2.3
KJLTIH.IED BY +1
DE'.lmMINlNr OF
G2.l G2.3
G3.l G3.3
KJLTIH.IED BY mE IE'IERMINlINT OF
m.3
MDLTIH.IED BY -1
DE'nRMINmT OF
Gl.2 Gl.3
G2.2 G2.3
MDLTIR.IED BY 'ruE IE'lERMlNlINT OF

H2.l
MJLTIH.IED BY -1
DE'lmMINl'lNT OF
Gl.l Gl.3
G2.l G2.3
MDLTIH.IED BY 'ruE IE'lERMlNlINT OF
183
KJLTIILIED BY 'mE IE'ffiRMlNllNT OF
H1.1
so IS 'lHE ArGEBRAIC SUM OF ALL 'lHE RLUWlm MINOOS mcwcrs
KlLTIILIED BY -1
DE'lnUITNllNT OF
Gl.1 Gl.2 Gl.3
G2.1 G2.2 G2.3
G3.1 G3.2 G3.3
mLTIILIED BY 'mE DETERMlNllNT OF

Hl.1 Hl.2 Hl.3
H2.1 H2.2 H2.3
83.1 83.2 83.3
MULTIILIED BY +1
DE'lnUITNllNT OF
G2.2 G2.3
G3.2 G3.3
mLTIILIED BY 'mE IE'mRMINllNT OF

H2.2 H2.3
83.2 83.3
MULTIILIED BY +1
DE'lnUITNllNT OF
G2.1 G2.3
G3.1 G3.3
MULTIILIED BY 'mE IE'mRMINllNT OF

Hl.2 Hl.3
83.2 83.3
MULTIILIED BY +1
DE'lfRMINllNT OF
G2.1 G2.2
G3.1 G3.2
KlLTIILIED BY 'mE IE'ffiRMlNilNT OF

H1.2 Hl.3
H2.2 H2.3
MULTIILIED BY +1
DE'lERMINilNT OF
Gl.2 Gl.3
G3.2 G3.3
MULTIILIED BY 'mE DE'rnRMlNilNT OF

H2.1 H2.3
184
H2.l H2.3
1D.1 1D.3
KJLTIH.mo BY +1
OE'mOONllNT OF
Gl.l Gl.3
G3.l G3.3
MULTIH.mo BY 'l1:IE IE'lERMlNllNT OF

HI.l 1ll.3
1D.1 1D.3
KJLTIH.mo BY +1
OE'mOONllNT OF
Gl.l Gl.2
G3.l G3.2
KJLTIH.mo BY 'l1:IE lE'lERMlNllNT OF

HI.l 1ll.3
H2.1 H2.3
KlLTIH.mo BY +1
OE'mOONllNT OF
Gl.2 Gl.3
G2.2 G2.3
MULTIH.mo BY 'l1:IE lE'lERMlNllNT OF

H2.1 H2.2
ID.I 1D.2
KJLTIH.mo BY +1
OE'mRMINllNT OF
Gl.I Gl.3
G2.1 G2.3
MULTIH.mo BY 'l1:IE IE'lERMlNllNT OF

HI.I 1ll.2
ID.I 1D.2
IULTIR.mO BY +1
OE'mRMINllNT OF
Gl.I Gl.2
G2.1 G2.2
IULTIR.mO BY 'l1:IE IE'lERMINllNT OF

Hl.l 1ll.2
H2.l H2.2
IULTIR.mO BY -1
DETI':RMINl'NT OF
185
IE'lERM!NllNT OF
Gl.3
IDLTIR.IED BY '!HE IE'lERMlNllNT OF
H3.3
MULTIR.IED BY -1
DE'lmMINllNT OF
Gl.2
MJLTIR.IED BY '!HE lE'lERMlNllNT OF
H2.3
MULTIR.IED BY -1
DE'lERMINllNT OF
Gl.1
H1.3
MULTIR.IED BY -1
DE'lERMINllNT OF
G2.3
IDLTIR.IED BY '!HE lE'lERMlNllNT OF

H3.2
IDLTIR.IED BY -1
DE'lEOONllNT OF
G2.2
MJLTIR.IED BY '!HE lE'.IERMlNllNT OF
H2.2
KJLTIR.IED BY -1
DE'IERMINllNT OF
G2.1
H1.2
KJLTIR.IED BY -1
DE'IERMINllNT OF
Gl.3
. l.uLTIR.IED BY '!HE IETERMllillNT OF
ID.l
MJLTIR.IED BY -1
186
l-llLTIPLIED BY -1
DE'lERMlNliNT OF
Gl.2
l-llLTIPLIED BY THE IEiERMlNliNT OF
H2.1
l-llLTIPLIED BY -1
DE'lERMlNliNT OF
Gl.1
l-llLTIPLIED BY THE IEiERMlNliNT OF
Hl.1
18.1
CHAPTER 6.
Feedback Controller design for the linear engine model
6.1 Introduction
The feedback controller is designed, using the linearized model,
on the basis of pole and zero assignment, as an application of the network
theory contained in Chapter (5).
The diesel plant is described by the matrix (G), see Chapter (~),
equation ( 4.43).
= [Pl MF ANGLIJJ· [G] where
-24.963 -7.1779 (s+0.04482)

1 3
[G] =
(s+0.04644) 893.9 10 257.04 103(s+0.04482) (6.1)
-12.711 -3.655 (s+0.04482)
And the signal flow graph of the system is shown in Fig. (6.1)
PI
NR.
MF
g22
T
q
ANGLIJ
.Fig. (6.1)
The block diagram of the system is shown in fig. (6.lA).
6.2 Feedback Controller for Constant Steady State Gain
Constant steady state gain has many applications in practice, so
the necessary feedback controller design is discussed.
188
-VI
-001
PI
Fi. (6.lA)
AVERAGE WORK
CYC:U: ell a, 0.79578
716.2
•q
LW
225 .. STROKES
wl Friction won el2 • 3.47778

I!FCP
60
2. (INERT2 + INERnJ
Cl4 - 0.028161
-0.0025 (VI-Vl)
MGLIJ NE
-0.005 (VI-V2)
o
e13. 0.056322
- W2 NE
NE
--------~o.-~--------------------------------------------~
Let the feedback link connect the output sp~ed with the input fuel
through h12 (Conclusions 5.3). See Fig. (6.2).

PI G
NE
MF
ANGLIJ
Fig. (6.2)
In this case the feedback matrix (H) is
(m= [ :
h12
0 :] (6.2)
TO achieve this constant steady state gain in the engine, the total
transfer function element t2l must equal (NE)

at steady state (i.e. 5=0).
MF
max
The total transfer function element t2l can be calculated
using the theory illustrated in Chapter 5, see pro\1ram output table (6.1).
g21 + SN
=
1 + SO (6.3)
In this case
r" r
g12 g13
h21 23
SN = h ]
g2l g22 g23
h3l h33
g3l g32 g33
[ g21 g23] •
h + [ g2l g22] • h23
+ - g3l g33 33
g3l g32
+ [gll g13] • h + [gll

31
gl~]- ~l
g2l g23 g21 g22
190
PROGRAM OUTPUT TABLE (6.1) TO CALCULATE t21
CAI.alI.ATJIN OF 'mE 'lOTAL 'lWNSEER RJNCl'IDN ELEMI!Nl' T(2,1)

WHERE T(I,J)=(G(I,J)+Sij/(1+SO)
~ , SO ARE N3 IEFINED BELCH
~ IS 'lHE AI.GEBRAIC SUM OF mE ERCDJCl'S OF ALL 'lHE roLUHlOO MlNOOS,

El\OI KlLTllt.IED BY +1 OR -1 N3 mDICM'ED
HJLTmIED BY -1
DE'lEOONllNT OF
Gl.1 Gl.2 Gl.3
G2.1 G2.2 G2.3
G3.1 G3.2 G3.3
mLTIR.IED BY 'mE IE'.lERMmllNT OF

H2.1 H2.3
IB.1 IB.3
MDLTmIED BY -1
DE'lfmIINllNT OF
G2.1 G2.3
G3.1 G3.3
MDLTIR.IED BY 'mE IETERMlNllNT OF·

IB.3
mLTIR.mD BY -1
DE'lfmIINliNT OF
. G2.1 G2.2
G3.1 G3.2
KJLTmIED BY 'mE IETERMlNllNT OF

H2.3
MDLTIILmD BY +1
DE'lERMINllNT OF
Gl.1 Gl.3
G2.1 G2.3
MDLTIILmD BY mE IETERMlNliNT OF
83.1
191
KJLTIR.IED BY +1
DEifRMINJINT OF
Gl.1 Gl..2
G2.1 G2.2
KJLTIPLIED BY '!HE IE'lERMlNJINT OF
H2.1
SD IS 'lHE ALGFBRAIC SUM OF ALL 'lHE RLILWOO MINORS lRCllJCl'S
KJLTIR.IED BY -1
DEifRMINJINT OF
Gl.1 Gl..2 Gl..3
G2.1 G2.2 G2.3
G3.1 G3.2 G3.3
mLTIPLIED BY '!HE IlE'mRMlNllNT OF

Hl.1 Hl.2 Hl.3
H2.1 H2.2 H2.3
H3.1 H3.2 B3.3
mLTIPLIED BY +1
DE'lERMINllNT OF
. G2.2 G2.3
G3.2 G3.3
MULTIPLIED BY '!HE IE'lERMlNllNT OF

H2.2 H2.3
B3~ B3~ ,
mLTIPLIED BY +1
DE'lEUIlNJINT OF
G2.1 G2.3
G3.1 G3.3
MULTIPLIED BY '!HE IE~lNllNT OF

Hl.2 Hl.3
113.2 113.3
KJLTIPLlED BY +1
DE'lEUIlNJINT OF
G2.1 G2.2
G3.1 G3.2
KJLTIRoIED BY '!HE DE~lNllNT OF

Hl.2 Hl.3
H2.2 H2.3
KJLTIRolED BY +1
192
MJLTIH.IED BY +1
DEmRMINANT OF
Gl.2 Gl.3
G3.2 G3.3
MULTIH.IED BY 'mE IETERMlNANT OF

H2.l 1:12.3
ID.l ID.3
MJLTIH.IED BY +1
DE'lmMINANT OF
Gl.l Gl.3
G3.l G3.3
MULTIH.IED BY 'mE IETERMlNllNT OF

BI.l ffi.3
ID.l ID.3
MULTIH.IED BY +1
,
DE'lmMINANT OF
. Gl.l G1..2
G3.l G3.2
MJLTIH.IED BY 'mE DETERMINANT OF

BI.l ffi.3
H2.l 1:12.3
MJLTIH.IED BY +1
DE'lmMIWNT OF
. Gl.2 Gl.3
G2.2 G2.3
MULTIH.IED BY 'mE IETERMlNllNT OF

H2.l 1:12.2
ID.l ID.2
MJLTIH.IED BY +1
DE'lmMINANT OF
Gl.l G1..3
G2.l G2:.J
MULTIH.IED BY 'mE IETERMlliANT OF

BI.l ffi.2
ID.l ID.2
KlLTIPLIED BY +1
DE'IERMINllNT OF
Gl.l G1..2
G2.l G2.2
MJLTIH.IED BY 'mE DETERMllillNT OF
193
IDLTIILIED BY 'mE lE'lERMlNlINT OF
HI.1 m.2
H2.1 H2.2
IDLTIR.IED BY -1
DE'lERMINANT OF
. G3.3
KlLTIR.IED BY 'mE 1E'lERM1Nl\NT OF

H3.3
MlJLTIR.IED BY -1
DE'lERMINANT OF
. G3.2
IDLTIR.IED BY 'mE lE'mRMlNlINT OF

H2.3
MlJLTIR.IED BY -1
DE'lmMlNlINT OF
G3.1
IDLTIR.IED BY 'mE 1E'lERM1Nl\NT OF

HI.3
MlJLTIR.IED BY -1
DE'lmMlNl\NT OF
G2.3
KlLTIR.IED BY 'mE lE'mRMlNlINT OF
H3.2
IDLTIR.IED BY -1
DE'lERMINANT OF
G2.2
IDLTIR.IED BY 'mE IETERMllillNT OF
H2.2
IDLTIR.IED BY -1
DE'lmMINlINT OF
G2.1
IDLTIILIED BY 'mE lE'mRMlNlINT OF
HI.2
KlLTIR.IED BY -1
DE'lmMlNlINT OF
Gl.3
194
G1..3
KlLTIH.IED BY mE lE~llNT OF
83.1 -
MJLTIH.IED BY -1
DE'nmIINllNT OF
. Gl.2
KlLTIR.IED BY mE·IE~llNT OF
H2.1
KlLTIH.IED BY -1 .
DE'lfRMINllNT OF
Gl.1
KlLTIR.IED BY mE IE~T OF
Hl.1
195
AS only h12 is non zero, the numerator term SN is zero.
Although the (G) matrix is not square, it may be considered square
by adding zeroes i.e. g13 = g23 =g33 = O.

The i1enominator term SO can be calculated from the program output
table (6.1) •
i
gl1 g12 g13 h11 h12 h13

SO=-det g21 g22 g23 h21 h22 h23
g31 g32 g33 h31 h32 h33
+ det'l
r g22
g32 ['" "" ] ['n 'n 1["" ~31
g23
g33
1
J h32 h33
+ det.
g31 g33 _ h32 h33
+ det. [ 'n '" 1['H ,,,] ['" ,,,] [On + det. "n ]
g31 g32 h22 h23 g32 g33 h31 h33
+ det. ['n ,,,] ["ll ",,] ['H '" ] ["H ",,]

g31 g33 h31 h33
+ det.
g31 g32 h21 h23 _
+ det.
[,,, ,,,] [On "" j ['H '" ]["H 'n ] + det.
g22 g23 h31 h32 . g21 g23 h31 h32
+ det • .['Hg21
'n ]
g22
['H
h21
"n ]
h22
- g33 h 33 - g32h 23 - g3i h 13 - g23 h 32 - g22 h 22 - g21 h 12 - g13 h 31 -
-g12 h 21 - gllh ll =
substitute for the values of h

ji from (6.2) then the denominator
term SO becomes:
SO = -g21,h12 (6.4)
196
Therefore the total transfer function element t2l is
Substitute for gij from (6.1) then
3
893.9 10
=
S + 0.04644
=
893.9 10 3
(6.5)
893.9 103 S + 0.04644 - 893.9 10 h12
3
1 - S + 0.04644,h
12
2000
at steady state t2l = (NE) = Le.
MF max 0.00035
2000 893.9 103

0.00035 =
0.04644 - 893.9 103 h12
6
h12 = -0.123 10- (kg fuel/ ) (6.6)
r.p.m
substitute in (6.5) then
893.9 103 893.9 103

= = (6.7)
S + 0.04644 - 893.9 103 (-0.123 10- 6 ) S + 0.1564
In a similar way, the elements of the total transfer function matrix
can be calculated, USing program output tables (6.2),(6.3),(6.4),(6.5),(6.6).
1
-24.963
3
-7.1779 (S+0.04491) 1
(T) = (S + 0.1564) 893.9 10 256.04 103 (S+O.04482) (6.8)
[
-12.711 -3.655 (S+0.04482)
It can be compared with equation (6.1) >bich shows that the single pole
has been shifted from (S+0.04644) to (S+O.1564)
6.3 The forward control matrix
The forward compensation (F) is chosen in this case to be outside
the closed loops of the system. If it is attempted to fit (F) inside
197
PROGRAM OUTPUT TABLE (6.2) TO CALCULATE THE NUMERATOR OF t11
<7ILQJI.l\TIrn OF '!HE 'lOTH. 'lRmSEER FUNCl'lDN ELEMmr T(l,l)

~~-----~ WHERE T(I,Jr=(G(I,JI+~7rl+SD) ~-- - ~-~-~~
fN , SD ARE PS IEFINED BELOl'
fN ~ IS 'lHE JlI.GEBRAIC SUM OF '!HE mCllJcrs OF ALL 'lHE FOI.LCHlN3MlNORS,

FJ\Ol MlLTIRoIED BY +1 OR -1 PS lNDICATED
!fJLTIRoIED BY +1
DE'IlruIlNlINT OF
Gl.1 Gl.2 Gl.3
G2.1 G2.2 G2.3
G3 .1 G3 .2 G3 .3
WLTIRoIED BY '!HE OETERMlNlINT OF

H2.2 H2.3
113.2 113.3
WLTIRoIED BY -1
DE'IlruIlNlINT OF
. Gl.1Gl.3
G3.1 G3.3
MULTIRoIED BY '!HE DETERMlNlINT OF

113.3
MULTI~D BY -1
DETERMINANT OF
G1.1 Gl.2
G3.1 G3.2
;. ~. MJLTIPLIED BY '!HE;IETERMlNlINT Of
H2.3
WLTIRoIED BY -1
DE'JERMllillNT OF
Gl.1 Gl.3
G2.1 G2.3
MULTIRoIED BY '!HE IETERMlNlINT OF

H3.2
MJLTIRoIED BY -1
DE'IlruIlNlINT OF
. Gl.1 Gl.2
G2.1 G2.2
MJLTIRoIED BY '!HE IETERMlNlINT OF
H2.2
198
PROGRAM OUTPUT TABLE (6.3) TO CALCULATE THE NUMERATOR OF t
12
O\LClJLATIru OF 'mE 'lOom:. 'l'RlNSEER FUNCrION ELEMEm' __T__ (1,2)

---WHmE T(I,J)=(G(I,J)+S'l)/(l+SD) - - - ,
m , so lIRE l>S IEFINED BELCH
m IS 'lHE ArGEBRAIC SUM OF '!HE mCIlJcrs OF ALL 'lHE roumoo MlNOOS,

EI\Ol MJLTIR.IED BY +l OR -1 l>S lNDICATED
KlLTJ:R.IED BY -1
DE'IERMINlINT OF
Gl.l Gl.2 Gl.3
G2.1 G2.2 G2.3
Gl.l Gl.2 Gl.3
MULTIR.IED BY 'mE IETERMlNlINT OF

Hl.2 ffi.3
1D.2 1D.3
KJLTIR.IED BY -1
DE'IERMINlINT OF
Gl.2 Gl.3
Gl.2 Gl.3
MULTIR.IED BY '!HE DETERMlNlINT OF

113.3
MULTIIt.IED BY +1
DE'IERMINlINT OF
Gl.l Gl.2
Gl.l Gl.2
MJLTIR.IED BY '!HE DETERMlNlINT OF

Hl.3
MULTIIt.IED BY -1
DE'IERMINlINT OF
Gl.2 Gl.3
G2.2 G2.3
MULTIR.IED BY '!HE IETERMlNlINT OF

1D.2
KlLTIR.IED BY +l
DE'lmMINlINT OF
Gl.l Gl.2
G2.1 G2.2
MJLTIR.IED BY '!HE IETERMlNlINT OF

Hl.2
199
PROGRAM OUTPUT TABLE (6.4) TO CALCULATE '!liE NUMERATOR OF t
22
CALQ]~ OF WE 'lDTlt. TRlN SFER FUNCl'ION ELEMENT -T(2,2)

.....
WHERE T(I,J)=(G(I,J)+~f/(1+SD) .
fN , SO ARE AS DEFINID BELGl
fN IS '!HE lIIGEBRAIC SUM OF ~E mcrocrs OF ALL '!HE

FJ\Qi MJLTIPLIED BY +l OR -1 AS INDICATFD
WLTIPLIED BY +l
DE'lERMINllNT OF
Gl.1 Gl.2 Gl.3
G2.1 G2.2 G2.3
'G3.1 G3.2 G3.3
MULTIPLIED BY WE DETERMINllNT OF
HI.1 m.3
1D.1 1D.3
MJLTIPLIED BY -1
DE'lERMINllNT OF
"<;2.2 G2.3
G3.2 G3.3
MJLTIPLIED BY WE DETERMINllNT OF
ID.3
MULT:[pIjED BY +l
DE'lERMINllNT OF
G2.1 G2.2
G3.1 G3.2
MJLTIPLIED BY WE DETERMINllNT OF
HI.3
MULTIPLIED BY +l
DE'reRMINllNT OF
G1.2 Gl.3
G2.2 G2.3
MULTIPLIED BY WE DETERMlNllNT OF
ID.I
MlLTIPLIED BY -1
DE'reRMINllNT OF
Gl.1 Gl.2
G2.1 G2.2
MlLTIPLIED BY WE DETERMlNllNT OF
HI.I
200
.... PROGRAM OUTPUT TABLE (6.5) TO CALCULATE THE NUMERATOR OF t31
CALClJLATICN OF mE 'lOTH.. TRlNsrnR FUlaION H.EMrnT T(3,1)

.... WHmE T(t,J)=rG(I,J)+~)/(1+SO)
~ , so ARE PS IEFINED BELO-l
~ IS '!HE AIGEBRAIC SUM OF mE mCllJCl'S OF ALL '!HE

FJDI MJLTIR.IED BY +l OR -1 PS INDICATED
MULTIPLIED BY +1
DE~lINTOF
Gl.l Gl.2 Gl.3
G2.1 G2.2 G2.3
G3.1 G3.2 G3.3
I-IJLTIPLIED BY mE IE'lERMINlINT OF
H2.1 1l2.2
113.1 113.2
MJLTIPLIED BY +l
DE'lfIDIlNlINT OF
G2.1 G2.3
G3.1 G3.3
MULTIPLIED BY mE DETERMINlINT OF
113.2
MJLTIPLIED BY +l
DETERMINllNT OF
G2.1 G2.2
G3.1 G3.2
l1JLTIPLIED BY THE DETERMINllNT OF

H2.2
MJLTIPLIED BY +l
DE~llNTOF
Gl.l Gl.3
G3.1 G3.3
MULTIR.IED BY mE DETERMINllNT OF
113.1
MlLTIPLIED BY +l
DE~lINTOF
Gl.l Gl.2
G3.1 G3.2
MJLTIPLIED BY mE DETERMINlINT OF
H2.1
201
PROGRAM OUTPUT TABLE (6.6) TO CALCULATE THE NUMERATOR OF t32
OIL<IJLATI(NOF THE 'lDTll. 'lRlNSFER EUNCI'IOO ELEMENT T(3,2)

WHERE T(I,J)=(G(l~J)+~)/rl+SO)
~ , SO lIRE PS IEFINED BELOi
SN IS 'lllE AIGEBRAIC SUM OF THE IRauCl'S OF ALL 'lllE

EI\Oi MJLTIPLIED BY +1 OR -1 PS lNDICATED
MJLTIPLIED BY -1
DE'lERMINANT OF
. G1.1 Gl.2 Gl.3
G2.1 G2.2 G2.3
G3.1 G3.2 G3.3
mLTIPLIED BY THE IETERMlNllNT OF

Hl.1 m.2
H3.1 H3.2
MJLTIPLIED BY +l
DE'lERMINllNT OF
G2.2 G2.3
G3.2 G3.3
MULTIPLIED BY THE IETERMlNllNT OF

H3.2
MJLTIPLIEIJ BY -1
DE'lERMINllNT OF
G2.1 G2.2
G3.1 G3.2
MJLTIPLIED BY 'lliE DETERMlNllNT OF

H1.2
MJLTIPLIED BY +l
DE'lERMINllNT OF
Gl.2 Gl.3
G3.2 G3.3
MULTIPLIED BY THE IETERMlNllNT OF

H3.1
MJLTIPLIED BY -1
DE'lERMINANT OF
. Gl..1 Gl..2
G3.1 G3.2
MJLTIPLIED BY THE IETERMlNllNT OF
Hl.I
202
the feedback loop, the calculated value is zero, because of the dependency
between the output torque and speed at the given constant value of external
~load. (See Conclusion--5.3, Chapter 5).
In this case the (F) matrix is chosen to be (lx3) element~ see
Fig. (6.3).
(F) = [fl (6.9)
and the input is controlled by input demanded speed NED.
PI
I NE
NED
MP'
Tq
Fig. (6.3)
The input pressure is either constant (in case of normal aspirated
engine), or controlled according to the characteristic of the supercharger.
In both cases it can be controlled using a high pressure air cylinder or
pure oxygen. Therefore the action of the link fl must settle down to zero
at steady state after a step in the demanded speed NED, so the simplest
transfer function of fl is
fl = kl·S (k l is gain).
The value of kl can be calculated according to the response of the
controller (for simplicity take kl = 1) thus
fl = S (6.10)
203
In the simplest arrangement the independent fuel input is controlled
directly by the demanded speed, which implies that the value of f2 = k ,

2
-K -=-constant. (kg. fuel/ ~.P.M'.)
2
NE
Because the value NED = 1 at steady state, therefore the value of
k2 can be obtained.
NE
From the matrix (6.8) and fig. (6.3) the term NED' is given by
3
893.9 10 k2
NE
= = 1 (at 5=0)
NED (S + 0.1564)
0.1564 6
= = 0.17496 10- (kg fuel/RPM) (6.11)
3
893.9 10
The input injection advance is different from both other inputs, as
it has an optimum value for any given set of conditions.
As the optimum injection angle depends upon the amount of input
fuel, the effect of demanded load (or speed at constant external load)
needs to be considered.
As the load increases, the optimum injection angle moves far from
T.D.C., e.g. at 40% demanded load the optimum injection angle is -22 deg.
at 2000 r.p.m. (See Chapter 4, computer output table (4.8e) , while the
optimum injection is -28 deg. when the load is 100% (See output table (4.8a)
Chapter 4 ), so the average change in angle of injection per 1'1 load is
-28 - (-22)
= - 0.1
100 -40
The controlling link f3 must achieve this shift due to the variation
of load, i.e.
ANGLIJ = - 0.1 (%LOAD) (6.12)
and %LOAD = ':MAX * 100

6
but MF = 0.17496 10- * NED see (6.11)
6
0.17496 10-
%LOAD = *loo*NED
MFMAX
204
and MI"MAX = 0.00035 (DATA) (kg./R,P,M. )
\ LOAD = 0.05 .' NED
Substitute in (6.12)
ANGL1J c -0.1 (0.05)NED = -0.005 NED
NED , ~~L1J
I f3
Fig. (6.4)
From Fig. (6.4)

IINGL1J
f3 = NED = -0.005 Deg/RPM (6.13)
The final (F) matrix is
(F) = [ s 6
0.17.5 10- -0.005] (6.14)

• The diesel model has only One pole, therefore only one feedback link
h ji can be obtained by pole assignment, and more conditions are needed
for obtaining more unknowns like the condition of optimum injection advance
for the engine.
* Use of the compensation controller (F) in~;ide the loop is not possible,
as the output speed and torque of the engine are dependent on each other
at a given load. Therefore an external (F) controller is used.
• For a single pole transfer function matrix with common pole in all
gij' the pole is shifted in all terms due to the effect of any feedback
link h • No extra poles are generated when using one or more feedback
ji
links h" •
J~
• When obtaining a feedback link for constant steady state gain the pole
is shifted to the left in the S-plane, i.e. the speed of response of
the system has been increased.
• In the matrix No. (6.2), only one feedback element is non zero;
205
in fact the other h might take any constant real value, not necessarily
ji
zero, so in this case there are many possible values for the CH) matrix,
but only-~one of them will be optimum.
* The input pressure is either normally aspirated or controlled by a
turbocharger, which cannot be altered, although in either case artificial
control of the pressure can be achieved through the use of air or pure
oxygen injected into the engine, this is not discussed here because it is
outside the scope of the thesis.
206
CHAPTER 7
Conclusions and Future Work.
- 7;-1 Conclusions and Comments
The non linear model described by the digital computer program of
Chapter 2 behaved in the expected manner, giving results in keeping
with the known performance of diesel engine on test (see the
computer output table 2.3.6).
Specifically:
* The residual gases are about 3% of the max. mass of gas per
cycle; the main observable effect is to raise the temp. of the fresh
air charge.
* At the optimum conditions the max. combustion pressure occurs

o 0
a few degrees after T.D.C. (3 to 8 ), and never occurs before.
The max. pressure increases with early injection.
* The max. temp. usually occurs (2 0 to 50) degrees after the max.
pressure.
* The exhaust pressure and temp. reach min. value at the optimum
injection advance.
* The max. value of specific heat appears just after the T.D.C. or
at the max. value of temp.
* The control of fuel injection in the diesel engine saves up to
10% of fuel consumption, reduces the combustion pressure (engine noise)
and helps improve the combustion (reducing the emission); it improves
engine torque stability and reduces internal stresses (i.e. improves
engine service life).
* There is a synchronization between the position of the inflection
of the pressure curve (graph 2.5) at the end of Chapter 2, and the
position of optimum IMEP (graph 2.1) for each engine speed; the
207
experimental results show similar behaviour (fig. (3.2.a) and fig.
(3.2.b) Chapter 3).
* The effect of input air temp. upon engine performance is_
very small, (provided that the change is around room temp.) and thus
can be neglected.
* In Chapter 4 (model linearization), the dual combustion cycle
of the diesel engine is linearized, leading to linearization of the
diesel engine model, the transfer function matrix and analogue
flow diagram. SUch a linear model is found to have acceptable
accuracy and has a lot of advantages.
* The performance of the linear model might be as close to that
of the real engine as the non linear model in a practical test.
* It is shown that the specific heat of the gases can be considered
as a constant, equal to the average value of specific heat during
the combusti~n period. The greatest effect of this constant value
upon model behaviour is to reduce the values of max. cylinder pressure
and temp., although the max. pressure and temp. occur in the same
region in the cycle.
* It is shown that it is possible to linearize the complicated shape
of heat release curve as a tr~angle with centroid coincident with
that of the actual heat release curve.
* The effect of linearization of heat release curve upon the max.
combustion temp. is very small while the effect on max. combustion
pressure is relatively high.
* This observation gives rise to interesting questions about the
effect of the heat release curve upon the dynamic performance of the
engine.
* The shape of the heat release curve seems not to be as important
as the peri~d of combustion in determining the dynamic performance.
208
* In Chapter 5 an easy method of obtaining the forward compensation
matrix (F) and feedback matrix (H) is discussed. The method depends
on obtaining the total transfer function matrix (T), then getting the
values of f , h , which satisfy certain conditions such as the

ij ji
required values of poles and zeros.
* A number of general rules are introduced which help utilize the
capabilities and demonstrate the limitations of this method. (See
Chapter 5, paragraph 5.B).
* Also a new computer based method has been introduced to calculate
the total transfer function matrix for multi input/output systems
knowing their basic transfer function matrix (G) without using matrix
inversion or division.
* The reader need not know much about the theory or the procedures
of this method since it is contained in a computer program.
* This algorithm improves the power of feedback design for multi
input/output system by pole-zero placement.
* In Chapter 6 a feedback controller is designed on the basis of
pole-placement, introducing a forward compensation matrix (F).
* It is found that the use of the (F) matrix inside the feedback
loop is impossible, as the output torque and speed at the engine are
dependent on each other, for a given load.
* This method of feedback design is powerful for pole-placement
but it doesn't give the optimum feedback, so the position of the
poles may be obtained according to a suitable damping coefficient.
7.2 Future Work
Further research might proceed with the diesel engine modelling
to investigate its dynamic response as;
209
1, Transient response modelling using the digital computer model
(Chapter 2), and verification of the model experimentally.
2, Modelling of the valves timing control on that model and
experimental verification (mixing and scavenging modelling is
needed).
3. More testing and comparison between characteristics of the
digital computer model and the real engine as
- Heat release modelling and improving
- Adiabatic exponent measurement and modelling.
Further research can be done to control the di~sel engine and
improve its performance as:
1. Study of hot water injection and its properti~s in the following
aspects:
- Hot water injection in the exhaust manifold of a turbocharged
diesel eilgiile'to"improve its speed of response.
- Hot water injection in the combustion chamber at the middle
of expansiaa.stroke to improve specific fuel consumption.
2. Optimization of the profile of the fuel injection plunger
according to the computer results of the partinl load tests,
3. Method of injection advance control,
e.g. Using a microprocessor and planetary gear control mechanism
(see the digital feedback controller program, appendix 2.2)
Development of the control work begins in Chapter 5 as:
1. Use of the total transfer function program to compute the frequency
response or Nyguist plots for a given transfer function matrix
using symbolic computer language (see reference 94).
2. How to find a new value of poles or zeros to move to. (According
to a desirable characteristic or a certain damping factor).
210
3. computer aided feedback design on the basis of pole-zero
placement utilizing the new rules illustrated in Chapter 5
paragraph 5.5.
211
R E FER E N C E S
1. Anonymous.
Latest EMD engines aim at cutting fuel consumption.
Railway gazette inter. Jan.1980, Vol.136, No.l, pp. 58-59.
2. Anonymous.
Diesel electronic fuel injection investigated.
Automot.Eng. (USA) Vol.89, No.2, pp.62-67 (Feb. 1981)
3. Anonymous.
Factors affecting the fuel consumption of road vehicles.
Report - British Rail Library - Derby, MRTL 14100, 621436-01
R.C.C. Publication No.171961
London British Transport Commission.
4. Aizerman, M.A.
Theory of Automatic Control.
Pergamon 1963.
5. Allidina A.Y. and Hughes F.M.

Generalized self tuning controller with pole assignment.
Proc. lEE Vol.127 pt.D No.l Jan.1980
'6. Ashley S., Campbell.

Thermodynamic analysis of combustion engine.
WHey 1979.
7. Astalosch, L. and Schafer H.J.

Measurement and analysis of engine indicator diagrams.
ISATA 82 proceeding of the internati'onal symposium on automotive
technology and automation with particular reference to computer
aided engineering and manufacturing, Wofsburg, Germany, 13-17
Sep.1982
(Croydon England Automative Automation 1982) pp.119-131, Vol.l.
8. Austen, A.E.W. and Lyn W.T.

Relation between fuel injection and hent release in n dirnct
injection engine and the nature of the combustion process.
Proc. I.M.E. (A.D.) No.l, 47 (1960-61)
9. Barnett, s.
Introduction to mathematical control theory.
Clarendon Press, Oxford, 1975.
10. Barnett, S.
Matrices in control theory.
Van Nostrand Reinhold Company, London, 1971.
11. Baruah P.C.

A generalised computer program for internal combustion engine
including gas exchange systems.
Vol. 1, 2 and 3.
Ph.D.Thesis, University of Manchester, 1973.
212
12. Belletrutti, J.J. and MacFarlane, A.G.J.
Characteristic Loci techniques in multi-variable-control-
system design.
Proc. lEE Vol.118 No.9, Sept. 1971, pp. 1291-1297.
13. Benson R.S. and Whitehouse N.D.

Internal combustion engine.
Pergamon 1979.
14. Benson R.S.

A computer program for calculating the performance of an
internal combustion engine exhaust system.
Proc. I.M.E. Vol.182, Pt.3L (1967-68)
15. Benson R.S.

A comprehensive digital computer program to simulate a compression
ignition engine including intake and exhaust systems.
S.A.E. Auto-Eng. Congress , Paper 710/73, Jan.1971.
16. Benson, R.S., Winterbone D.E. and Shamsi, S.

A real-time analogue computer simulation of a turbocharged
diesel engine.
A.S.M.E. American Soc. of Mech.Eng. paper 76-WA/DGP-l.
17. Bingulac S.P.

An alternative approach to pole placement by state feedback.
(Fakultat Organizacionih Nanka, Beograd, Yugoslavial
Automatika Vol.23 No.1-2, pp.21-23 (1982)
18. Bowns, D.E., Cave, P.R., Hargreaves M.R.D. and Wallace F.J.
(Bath Univ.)
Transient characteristics of turbo-charged diesel engine.
Conference on engine performance modelli~g 22-23, May 1973,
London I.M.E. pp.13-23.
19. Bryan, G.T.

Control systems.
University of London Press Ltd., 1967.
20. Burman and DeLuca

Fuel injection and controls for intern~l combustion engine.
Technical Press, 1962.
21. Choi, S.S. and Lim, C.M.

Design of wide range power system stabilizers via pole-placement
technique.
Comput. and Elect. Eng. (USA) Vol.9, No.2, pp.l03-1l0 (1982)
22. Davies, P.O.A.L.

Introduction to dynamic analysis and automatic control.
wHey 1965.
23. Dawson P.J.

Acquiring and analysing in-cylinder pressure data using a mini-
computer acqui'siti'on system.
ISATA 82 proceedi'ng of the international symposium on automotive
technology and automation with particular reference to computer
ai'ded engineering and manufacturing.
Wolfsburg, Germany, 13-17 Sept. 1982·
(Croydon, England Automotive Automation 1982) pp.85-99 Vol.l.
213
24. El-Imam Y.A.
Simulation of a high-gain adaptive speed regulating system for
an internal combustion engine.
Simulation (USA) Vol.39, No.4, pp.133-139 Oct. (19B2).
25. Emami Naeini, A., and Franklin G.F.

Zero assignment in the multivariable robust servomechanisms.
Proc. of the 21st IEEE conference on decision and control,
Orlando, F.L., USA, B-10 Dec. 19B2, pp. B91-B93, Vol.2.
26. Emre, E. (Texas)

Pole placement for linear systems over Bezout domains.
IEEE trans. Autom. control (USA) Vol.AC-29 No.l pp.9O-91,
Jan.19B4.
27. Emre, E.
Pole-zero cancellations in dynamic feedback system.
Proc. of the 21st IEEE conference on decision and control
Orlando FL, USA B-10 Dec.19B2, pp. 422-423, Vol.l.
2B. Fallside, F.
Control system design by pole-zero assignment.
Academic Press 1977.
29. Furukawa, H.
Digital simulation of turbocharged diesel engine with air
injection into the compressor.
M.S.C. Thesis, 1972 UMIST
30. Glassman, I.
Combustion.
31. Grigg, H.C. and Syed, M.H.

The problem of predicting rate of heat release in diesel
engines, IIDiesel engine combustion"4
Proc. I.M.E. paper No.1B, pp.192, Vol.134, pt.3J, 1969-70.
32. Ha1beisen, M. and Moulinier J.C.

'. Computer-aide'd cjui>.litycontrolfor turbochargers ~
Brown Boveri Rev. (Switzerland) Vo1.6B, No.5, pp.213-219, May 1981.
33. Hautus M.L.J., Heymann M.

Linear feedback decoupling-transfer function analysis.
IEEE Trans. Autom.Control (USA) Vol.AC-2B, No.8, pp.823-832,
Aug. 1983.
34. Hoff-Clausen, N.E.

On modelling and model identification of a turbocharged diesel
engine system.
M.Sc. 1977, UMIST
35. Hotel H.C. and Sarofim A.F.

Radiative transfer.
McGraw-Hill 1967.
214
36. Ingham, D.R.
Heat release in a medium speed diesel engine.
M.Sc. Thesis UMIST, Jan.1969.
37. Judge, w.
High speed diesel engines.
Chapman & Hall Ltd., 1948.
38. Kaye, G.W.C. and Laby, T.H.

Tables of physical and chemical constants.
Longmans, Green & Co.Ltd., 1959.
39. Khovakh, M.
Motor vehicle engines.
MlR Publishers, Moscow, 1971.
40. Kim, W.H. and Meadows, H.E.

Modern network analysis.
WHey, 1971.
41. Krieger, R.B. and Borman, G.L.

The computation of apparent heat release for internal combustion
engines.
A.S.M.E. paper 66 - WA/DGP-4, 1966.
42. Langill, A.W.

Automatic control system engineering Vol.I! advanced control
systems engineering.
Prentice-Hall INC. 1965.
43. Lay ton, J.M.

Multi-variable control theory.
Pergamon 1976.
44. Ledger, J.D., Benson R.S. and Whitehouse N.D. (UMIST)

Dynamic modelling of a turbocharged diesel engine.
Conference on engine performance modelling 22-23 May 1973
London LM.E. 1973 pp. 1-12.
45. Ledger J.D., Benson R.S. and Furukawa H.

Improvement in transient performance of a turbo charged diesel
engine by air injection into the compressor.
S.A.E. 730665 June 1973.
46. Litchey, L.C.

Combustion engine process.
McGraw-Hill, 1967.
47. Lucas G.G., McLean D. and Adcock P.

Microprocessor controlled fuel injection for Automotive diesel
engine.
S.A.E. 830576 1983
215
48. MacFarlane, A.G.J.
Return-difference and return-ratio matrices and their use in
analysis, and design of multivariable feedback control systems.
Proc.IEE, Vol.117, ..No.lO,
.- - --- - _.
Oct. 1970, pp.2037-2049 •
49. MacFarlane, A.G.J. and Kouvaritakis, B.

A design technique for multivariable feed-back systems.
Int. J. Control, Vol.25, No.6, June 1977, pp. 837-874.
50. Madcock, R.J.

Poles and zeros in electrical and control engineering.
Halt, Rinhart & Winston 1982.
51. Malone, F.
Diesel fuel : the squeeze is on.
Railway Age Aug.13th 1979. Vol. 180, No.15.
52. Man-chun Han, Scong-whan Jang.

A study of computer algorithms for pole assignment in multi-
variable control system.
J. Korean Inst. Elec. Eng. Vol. 31, No.4, pp. 296-302, April 1982
53. Marzovk, M. and Watson N.

Some problems in diesel engine research with special reference
to computer controL arid data acquisition.
Proc. I.M.E. combustion engine group, Vo1.190, 23/76 pp.137-151 1976.
54. McRuer, D., Ashkenas I. and Graham D.

Aircraft dynamics and automatic control.
Prince ton University, 1973.
55. Mesarovic M.D.

The control of multi variable systems.
WHey 1960.
56. Meystel, A.
Decoupling and decentralized control of intelligent multiactuator
system.
Proc. 1982 IEEE International, Large scale systems symposium,
Virginia Beach, USA, 11-13, Oct.1982, pp.495-498, Vol.l.
57. Mikhail, S.
A filling and emptying model of a turbocharged diesel engine
for dynamic calculations.
M.Sc. 1975 UMIST
58. Netushil, A. (D.Sc.)

Theory of automatic control.
Mir Publishers, Moscow, 1973.
59. Obert, E.F.

Internal combustion engines.
International textbook company, 1968.
216
60. Powell, B.K. and Powers, W.F.
Linear quadratic control design for non linear I.C. Engine
systems.
ISATA 81 Proceedings, lOth anniversary international symposium
on automotive technology and automation, Stockholm, Sweden,
7-11, Sept. 1981.
(Croydon, Surrey, England: Automotive Automation 1981) P.29/1-18
Vol.l.
61. Power, H.M. and Simpson, R.J.

Introduction to dynamics and control.
McGraw Hill 1978.
62. Purday H.F.D.

Diesel engine designing.
Constable and Company Ltd. 1962.
63. Rayagopalan T. (Indial

Pole assignment with output feedback.
Automatica (GB), Vol.20, No.l pp.127-l28, (Jan.1984)
64. Richards, J.
An introduction to dynamics and control.
Longman 1979.
65. Rillings, J.H.

Application of modern control theory to engine control.
Proc. of the 2nd IEEE conference on decision and control
including the symposium on adaptive processes, San Diego, C.A.
USA, 16-18 Dec.198l, pp.1439-1446, Vol.3.
66. Rosenbrock H.H.

Computer aided control system design.
67. Russel D.F. and Lowe P.J.

The class 56 freight locomotive of British Railways.
I.M.E. Vol.194 pp.65-76, June 1980.
68. Sadeghi T., Hoitsma D.H., Schoenberg, L.

A control law for pole/variant zero placement.
Proc. 1983 American Control Conference, San Francisco, CA, USA
22-24 June 1983.
(New York USA IEEE Sept.1983) pp.912-917, Vol.3.
69. Sareen B.K.

Relationship between fuel injection and heat release in
quiescent chamber diesel engine.
Ph.D. thesis UMIST July 1972.
70. Schaechter, D.B.

Closed-loop control performance sensitivity to parameter
Variations.
J.Guid. Control & Dyn. (USA), Vol.6, No.S pp.309-402 (Sept.-Oct.1983)
217
71. Seshu, S. and Reed M.B.
Linear graphs and electrical network.
Addison-Wesley Publishing Company Inc. 1961.
72. Seshu, S. and Balabanian N.

Linear network analysis.
Wiley 1959.
73. Shahed S.M., Chiu W.S. and Lyn W.T.

A mathematical model of diesel combustion.
Proc. I.M.E. C 94/75 July 1975.
74. Shinners, S.M.

Control System Design.
Wiley 1964.
75. Sinha A.K. and Rutherford, D.A.

Computer aided-controller design for paper machine.
Proc. IEE Vol.123, No.lO, Oct.1976, pp.l02l-l025.
76. Streit, E.E. and Borman G.L.

Mathematical simulation of a large turbocharged two-stroke
diesel engine.
S.A.E. 710176 Jan.197l.
77. Svobodov, V.N.

Improvement of the dynamic features of a diesel engine cycle
when applying a method of thermal process control.
Sov.Eng.Res. (GB) Vol.l No.8 pp.3S-38, Aug.l98l.
78. Taylor, C.F.

The internal combustion engine in theory and practice, Vol.l,2.
The Massachusetts Institute of Technology, 1960.
79. watson, N. and Marzouk, M.

A nonlinear digital simulation of turbo-charged diesel engines
under transient conditions.
S.A.E. Paper No.770123 1977.
BO. Wellstead, P.E., Prager D. and Zanker P.

Pole assignment self-tuning regulator.
Proc. I.E.E. Vol.126 No.B Aug. 1979.
B1. Whatton M.
Existing design C.I. Engines increase specific outputs.
Report: 13th CIMAC congress in Vienna
I.M.E. 1979 Railway Engineering International, pp.46-5l
July/Aug. 1979.
82. Whitehouse N.D. and Wa¥~R.J.B.

Rate of heat release £n diesel engines and its correlation with
fuel injection.
Data" I.M.E. symposium on diesel combustion proc. 1969-70
Vol.184, Pt. 3J.
21B
83. Whitehouse N.D. and Stotter, A., Goudie G.O. and Prentice B.W.
Method of predicting some aspects of performance of a diesel
engine with a digital computer.
Proc. I.M.E. Vol.176, No.9 1962.
84. Whitehouse N.D. and Way R.J.B.

A simple method for the calculation of heat release rates in
diesel engines based on the fuel injection rate.
S.A.E. paper No.710134-1971.
85. Williams T.W.C., and Antasaklis P.J.

A unifying approach to decoupling.
Proc. of the 21st IEEE Conference on Decision and Control,
Orlando, FL, USA 8-10 Dec. 1982, pp.S08-S09, Vol.l.
86. Windett, G.P. and Flower J.O.

Sampled-data frequency response measurements of a large diesel
engine.
Int. J. Control, Vol.19, No.6, pp. 1069-1086, 1974.
87. Winterbone, D.E.

The performance of a turbocharged diesel engine.
Ph.D. Thesis, Bath University, 1970.
88. Winterbone D.E., Wellstead P.E. and Thirvarooran C.

A wholly dynamic model of turbocharged diesel engine for a
transfer function evaluation.
S.A.E. Paper No. 770124-1977.
89. Winterbone D.E., Munro N. and Nuske D.J.

A multivariable controller for an Automotive gas turbine.
A.S.M.E. 79-GT.73 Dec.1979.
90. Winterbone D.E., Bendon E.S., Mortimer A.G. and Kenyon (UMIST)
and Stotter A. (TIlT) Israel
Transient response of turboeharged diesel engine.
S.A.E 770122 1978
91. Winterbone D.E., Benso~ R.S., Closs G.D. and Mortimer A.G.
A comparison between experimental and analytical transient
test results for a turboeharged diesel engine.
I:"M.E Proe. vol.190 22/76, 1976.
92. Wonham W.M.

Linear multi variable control
Springer-verlag 1974
93. Wosehni, G.
A universally applicable equation for the instantaneous heat
transfer coefficient in the internal combustion engine.
S.A.E. trans. Vol.76 Paper 676931.
94. Rand, R.H.

Computer Algebra in applied mathematics: An introduction to
MACSYMA
Pitman 1984
219
APPENDIX n.ll.
A Q)PY OF WE DIGITAL Q)HPUTER PRCX;RAM OF WE DIESEL EmlliE
C MASTER OPr NNNlCE

REAL AIRMAS(300),AIRMSI(300),ANGLLJ(800),AREAI(100)
REAL BHP(300),BHPI(300),BHP2(300),BHP3(300)
REAL BMEP(300),BHEPI(300),~~P2(300),BHEP3(300)
REAL FUEL(300),FUEL!(300),FUEL2(300),FUEL3(300)
REAL'HEATRL(100),IHP(300),IMEP,INJLTH,IPrMAS,Ml,MlMAX
REAL MAXINJ, MI\XMF, 1-0)2, 11F , MFUJR (800) ,MFI( 800) , MrnAX
REAL m20,MININJ,MN2,ID2,ID2Bm,MS,MSMAX,mAIR,~,l1VFUEL
REAL ~IXQlLT, MXIJLT,Nl,N2,NE,NDII\X,NEMIN
REAL P3(300),P31(300),P32(300),P33(300)
REAL PS(300),PSI(300) ,PS2(300) ,PS3(300)
REAL PCY(800),RPM(800),T2W(300)
REAL TS(300) ,TSI(300),TS2(300),T53(300)
REAL TCY(800) ,'lORQ(800) ,'lORQI(800) ,'lORQ2(800) ,'lORQ3(800)
REAL VS(300),VCY(800)
C ENGlliE SPECIFI~TION , DATA NlD INITIAL Q)NDITIONS

CALV=4.I8*10ISO*IE3 J/KGFUEL
EPSLUM=14.4
NQ,NDR=6
roID=O.127 H
S'lROK=O.149 M
S'lROKS=4
C Q)muSTION <lIAl-lBER LEN;TH =Q1CHLT
\l1CHLT=S'IROK* ( {EPSLilll+l} /EPSLUHJ 11
PA=l.03 BAR
TA=288 K
C mm ItmJ~ VI"UABLI::S
'lllE
C PI= FRON Q)HffiESSOR OlARECl'ARISTICS BAR
Pl=1.5 BAR
RACK=l.
HF11AX=O.0007 KG/CYCL
C ANGLLJ=-30 Dffi
TlIPUT=300. K
C R UNE.VERSAL GAS Q)NsrJ\NT=8.2057* (10**-2) (LITER*ATM)SPHERlDffi*IDL)

R=8.20S7E-2
0l00Ns=83 0
C NE=ENGlliE SPEED
N~II\X=2000 .0 RPM
N~lIN=500. RPM
NE=lSOO RPM
PRE.VNE=SOO RPM
NaJRV=l
NP'I'=lS
NS'IDY=4
220
NSWY=4
00UTE=10
NSTP =180
E'lOOOC=-50
11XIJLT=24 DEX>
MXOILT=60. 0 DEX>
JIDVl.Xl!=1.
WRfWR=8
ETATUR=0.35 H.P.
FUEL AND Am CALaJLATIONS

'llIE DIESEL FUEL OJNl'AINES (13 CR 14) CARBOO A'ID'1S rn 'llIE mLEXlJLE
I.E. 'llIE OlE21ICAL OJMIQSITION NIGHT BE C14.H30
1WFUEL=198.
'llIE A'IDIUC WIEGHT OF 02=16 N2=14 C=12 GIW1S GVIDL
'llIE OJHH..ET OJNBUSI'ION mUATION OF 'llIE DIESEL FUEL IS
C14.H30 + 2l.5*02=14*C02 + 15*H20
'llIE 'llIEORITlCAL AmUNl' OF OXYGEN NEEDED FOR mE mL. OF FUEL IS
mUAL 21.5*(16*2)=688 ~s
'llIE AMJUNl' OF NITR(X;YN IS 4*21.5* Cl4*2) =2408
'llIE TEEORITlCAL AmUNl' OF AIR IS 688+2408=3096 GR
'llIE 'llIEORITlCAL AIRlFUEL RATIO IS 3096/198=15.64 G!WS
EXESS Am FACl'OR IS EXES=1.7
EXES=1.7
'llIE REAL AMJU!1l' OF Am IS 1.7*3096=5263 GRAI1S
'llIE REAL Am 'ID FUEL RATIO IS AFR=52631198=26.58 (WIEGHT/WIEGHT)
AFR=EXES*(21.5*(16.*2.)+4.*21.5*(14.*2»/198.0
'llIE IDL. WEIGHT IS rn (GRAW22.4 LlTER) KG/KG
1-WAIR=28.89
'llIE MI\X. VOLUME OF CO~IBUSI'ION OlAmER IS Gl22.4LT
VlMI\X=3.14* (BCRE**2. /4.0) *CHCHLT*NCLNDR*l.E3
V2=VlMI\XIEPSLUH LITER
THE NI\X. AVAILABLE AMJUNl' OF FRESH AIR=.9dEPr VCL. LT
VS!1AX=VlI1AX-V2 OF OJNIlUSI'ION OWll3ER
OPl'INUN ADVANCE FUR CERTI\IN [}r;mE srnrn

DJ 7 J=l,NruHV
ADVOJN=O.O
SPOIT=Pl *MV1AIRI (R*Tl IPUT)
SPOIT=P1*I-WAIR*lE-3/(R*T1IPUT)
EETAVO=0.90-«3.E-8)*(NEMIN**2.» KG/LIT
rnrlllX=SPCWT*Vl~!AX*EETAVO
MS~!AX=SPCWT*VSMI\X*EETAVO KGlCYCL
NEl1AX=MS~!AX/AFR KGlCYCL
'1RAMAS=SPCWT*V2*EETAVO KG/CYCL
NF=f1]ST BE GIVEN KG
WRITE Cl,5)
5 FORl~T(lHl,///// )
WRITE (1,100) MFMAX
00 FORl1ATClHO,40HVALUE OF HAX AmUNl' OF FUEL fER CYCLE = ,F9.8,31lKG )
WRITE Cl,5)
WRITE Cl,200)
00 FORl1ATClHO,40H'lllIDRETlCAL fERroRMANCE OF DIESEL OOINE )
WRITE Cl,5)
NF=RACK*MEl1AX
KG/CYCL
221
MF=RACK*MFMl\X
KG/CYCL
C BooINING OF 'nIE CYCLE CALQJIATIONS
EETAV=0.90 -CC3.E-8)*CNE**2»
Ml=SPa'lT*VlMI\X*EETAV
f.1S=Sl'OIT*VSMAX*EETAV KG!CYCL
C DISSOCIATIOO OF INPUT GASES KG/CYCL
C INPUT MASS OF 02
MD2=C16/C16.+4.*14.»*CMS)
C INPUT MASS OF N2 KG
MN2=C4*141C16.+4.*14.»* CMS)
C INPUT MASS OF 002 KG
la)2=O.0
C INPUT' MASS OF H20
NH20=0.0
C INPUT ~lI\SS OF 02 WHIClI BURNED
ID2Bm=0.0
TI=TlIPUT·
PI=P1 *EETAV K
CVAIR=C1000/29.0)*C20.758+O.002248*CTA_273.» BAR
CVGAS=CVAIR J/KG.K
IX)10 1=1 , NPT'>,

IX) 12 IS'lDY=l. NSIDY
SUMSPC=O.O
~OOUTE
WRITE (1,5)
WRITE(1,210> NB , AACK
210 FORMAT(1Hl,14HENGINE SPEED= ,F7.2,2X,61lR.P.M ,1011AND RACK= ,F4.2)
ANGLLJCI)=ADVCON-C20.+10.*CMF/MFMAX»
11llXINJ=ANGLLJ C1) DE):;
11INlNJ=ANGLLJ (I) DE):;
NAXINJ=-5!f'" DEG
HININJ=O.O DEG
WRITEC1,225) ANGLLJCI) DE):;
225 FORNAT(1HO,201IANGLE OF IIDECrION= ,F6.2,2X,4HDEG )

1\1=1. 28+(1.0C-5) *NE
N2=1.23+C1.0E-5) *NE
AIR 'ID FUEL RATIO AT ffiESENT CDNDINTION
SPCWT=P1*MWAIR*lE-3/CR*T1IPUT)
MS=Sl'OIT*VSMAX*EETAV KG/LIT
AIRFUL=NS/I1F KG/CYCL
WRITE C1,235) AIRFUL
235 FOIDIAT(1HO,211lREAL AIR/FUEL RATIO= ,F6.3 )
AIRMAS(I) =MS*NE*2.1 CS'lROKS*60.0)
ruELHS=MF*NE*2.01 CS'lROKS*60.) KG/SEC
GAS~AIRMAS (I) +ruELMS KG/SEC
WRITE(1,250) MS , GASMAS KG!SEC
250 FORl>IAT(1HO,26HM1\SS OF AIR PER CYCLE MS= ,F10.8,3HKG ,1OX
,,8!I;ASMAS= ,F7.5,7HKG/SEC )
OONPRESSOR rovER
EETA <X>l1ffiESSOO mST BE TAKEN FRG! ITS OIARACl'ERISTICS
ETACSR=ETATUR
GAMAC=1.4
222
GAMAO=l.4
CSRmR='lURlWR
Pl=PA*(1+(736.*CSRlWR*E~CSR/(AIRMAS(I)*CVAIR*TAl»**
*(GAMAC/(GAMAC-l» BAR
C Pl=1.2
WRITE (1,265) PI
265 FORMATClHO,28H<DMPRESSOR aJTroT PRESSURE= ,F4.2,lX,4HBAR )
TO=TA*(PlIPA)**«GAMAC-l)/GAMAC) K
WRITE Cl,285) TC
285 FORH1\T(1X,25H<DlolPRESSOR aJTroT mlP.= ,F6.2,2HK )
CSRlWR= ( (AIRMAS (I) *CVAIR *TAl 1 (ETACSR*736.) ) *
«(PlIPA)**«GAMAC-l)/GAMAC)-l) H.P
WRITE Cl, 290) CSRlWR
290 FORl-1l1.T (lX, 1 8H<DlolPRESSOR IDlER= ,F6.3 ,4HH. P )
C 'lURBINE DYNAMIC mUATION IS
C «'lUlUWR-CSRIWRl /6 .28) * (6 Q/ N'lUR) =ITCH* (0 N'lUR/D T)
C AFTER COOLER IDIP.
ETA<DL=0.5
TlIEUT=TC-~<XlL*(TC-TA) K
WRITE Cl,295) TlIEUT
295 FORH.l\T(1X,24HAFTER CXlOLER AIR TEl-IP.= ,F6.2,3H K )
WRITE Cl,302)
302 FOIDlAT(1X,5IlS'lEP ,2X,6H1TOLUH ,1X,1lH'lRAPED GAS ,lX,9HPRESSURE ,
,lX,611'lEMP. ,lX,5IDWGAS ,lX,8HSP. HEAT,3X,5!1'lORK ,5X,5HFUEL )
WRITECl,305)
305 FORMAT(1X,6HDEGRE ,lX,4HCLT),5X,5HCKG) ,6X,5HCBAR),5X,3HCK),2X,
,7HCGlOOL) ,8HCJ/KG.K) ,lX,9H(BAR.LT) ,IX,9HCKGlSTP) )
WRITE Cl,310)
310 FORMATClX, , - - - - - - - - - - - - - - . - - - - - - - -
----, )
C HJDELLING OF INJECl'ION ArNANCE IUHP

C (X)11BUsrION DELAY TINE IS (x)NsrJINT 1\ND mUAL 0.0010 SEC
C BUT IT IS FUNCl'ION OF WE R. P. H. 00
GIDDLY=O.OOlO* (NE/GO.O) *3GO.0 UEG
C ALoo lHE El-lD OF (X)11l3USTION (x)!1ES A B IT LATE "eO
G1l3El-lD=0 .0030* (NEl60.0) * (1IF/MFl1AX) *360.0 DEGRE
PRETDC=ANGLIJ(I)+G1l3DLY DEG
INJLTH=HXIJLT*(MF/HFl1AX) DEG
PSTI'OC= INJLTH+ANGLIJ ( I) +G1I3 ITIDtGIBDLY Dffi
G1l3LTH=C-PRETDC)+PSTTDC DEG
TIMSTP=HXCHLT/OIBLW UNIT
IRF=IFIX(G1l3LTH+O.5) APROXMT
AREAEN=O.O
CURVl=O.O
00 150 L= 1 , IRF
X=L*TIMSTP UNIT
CURV2=(X**0.25)*EXP(-o.13*ABSCX-6.5»
AREA! CL) = CCURV2+euRVl) 12.0
CURVl=CURV2
AREAEN=AREAEN+ARFAI (L)
150 cnNTINUE
223
C CALalLATION OF INTAKE STROKE
WRITE Cl,315)
315 FORMI'.T ClOX, 'CALalLATION OF INTAKE STROKE' )
OEGRF?-O.
OEG
I'ORKI=O.O
VI=V2
LT
PRWC:l=V2
LT
AREAMJ=O.O
KG.OEG 2
DDEGRF?O.O
00 500 K= 1 , 181
OEGRF?OEGRE+ODEX>RE
OEG
OOEGRE=ClSO.O/F'I.CWrCNSTP » om
C OONDINTIONS OF NEXT STEP
PHI=C COmRE) *3.141180.0) RADIAN
VC:lCK) =V2+C CVlM/\X-V2) 12.0) *
.C4.3333-QOSCPHI)-3.3333*SQRTCl.-0.09*CSINCPHI)**2 ») LT
OVC:l=VCYCK)-PRVVCY
PFNVC'i=VCY CK)
IPl'MAS=OVC:l*SroIT*EETAV KG! STP
'l'RAMAS='lRlIMAS+lIBSCIPl'MAS) KG
DM02=IPl'MAS*16.ICI4.*4.+16.) KGlSTP
M:l2=M:l2+DM02 KG
DMN2=IPl'MAS*CI4.*4.)ICI4.*4.+16.) KGlSTP
NN2=r.tl2+1Nl2 KG
TCYCK)=CTlIPUT*IPTMAS*CVAIR+TI~*CVGAS)ICIPl'MAS*CVAIR+TRAMAS*
*CVGAS) K
~~ CM:l2*32. +~1N2*2S. +f.KXl2* 44. +MH20*IS.) 1 CM:l2+f.1N2+MOJ2+MH20) GlM:lL
PCYCK)=IPl'MAS*R*TCYCK)ICVCYCK)*l1'lAIR*IE-3 ) +
+'lRlIMAS*R*TCYCK)aVCYCK)*~*IE-3 ) BAR
TI=TCY(K)
PI=PCY (K) BAR
VI=VC:l(K) LT
CV02=Cl000I32.0) * (20.959+0 .00295* (TCY ([0 -273.) ) J/KG. [(
CVN2= ClOOOI 28.0) * (20.704+0. 00211 * ('I'CY (K) -273.) ) J/KG. K
cvm2=ClOOOI 44.0) * (27 .545+0 .00922* (TCY (K) -273.) ) J/KG.I(
CVH20=(1000/18.0) * (25.184+0 .00525* (TCY(K) -273.) ) J/I<G. K
CVGAS= (OO2*CV02~2*CVN2#1H20*CVH20HKXl2*CVQ)2) 1
1(M:l2#1N2+MH20+~2) J/KG.K
CVGAS= (C704.9+O.0708*TCY(K» *H1 +Cl833. 4+0 .4931 *TCY(K) ) *f.lAXHF) I
I (Ml+MAXMF) J/KG.K
CVGAS=CVOONS J/KG.K
IF (NVRITE.LT. GlRITE) GO 'ID 300
WRITECl,320) OEGRE,VCY(K),'lRlIMAS ,PCY(K) ,TCY(K) ,M'lGAS,CVGAS,
,WORKIP ,MFI(K)
320 FORMI'.TClX,F4.0,2X,FS.S,2X,FS.7,lX,F7.2,lX,FS.l,2X,FS.2,IX,F7.2,IX
"F7.2,2X,El2.6 )
NVRITE=O
300 COOTINUE
U'lRITE=NVRITE+1
500 CONTINUE
CALalLATION OF OJMPRESSION STROKE
224
C CALClJLATION OF COMPRESSION STROKE
MAXMF=O.O
1'mKC=0.0
IDRKEX=O.O
0000lB=0.0
WRITE <1,323)
323 FORMAT (10X, 'CALalLATION OF OmffiESSION STROKE' )
WRITE <1,310)
00 700 K= 181 , 360
OFX>RE=OFX>RE+DOEX;RE
DDrx;RE= <180. O/FLOll.T CNSTP »
C OONDINTIONS OF NEXT STEP WI'lHOOT OO~!BUSTION

PHI=ABSCOFX>RE*3.141180.0) RADIAN
VCYCK)=V2+CCVlMAX-V2)/2.0)*
• C4.3333-COSCPHI)-3.3333*SQRTC1.-0.09* CSINCPHI) **2 ») LT
C INTAKE VN..NE a.osuRE
C SPCWT=PI*MWGAS*lE-3/CR*TI) KG/LT
C DVCY=VCYCK)-PRVVCY
C PfNVCY=VCY CK)
C IPTMAS=D'lCY*SPCWT KGlSTP
C 'lRlIWIS='IRAMAS+ IPlWIS KG
PCYCK)=PI*CVI!VCYCK»**N1 BAR
TCYCK)=TI*(VI/VCY(K»**(Nl-1) K
CV02=(1000/32.0) * (20.959+0.00295* CTCYCK)-273.» J/KG.K
CVN2=(1000/28.0) * (20.704+0.00211* CTCYCK)-273.» J/KG.K
CVC02=(1000/44.0)*(27.545+O.00922*CTCY(K)-273.» J/KG.K
CVH20=(1000/18.0)*C25.184+O.00525*(TCYCK)-273.» J/KG.K
CVGAS= CID2*CV02-tMN2*CVN2+MH20*CITH201-MOD2*CV(02) I
I CID2+MN2+MH201-MC02) J/KG.K
CVGAS=C(704.9+O.0708*TCYCK»*M!+C1833.4+O.4931*TCYCK»*MAXMF)/
/ CM! fMAXMF) J/KG.K
ClTGAS=CVOONS J/KG.I<
MW3AS=CID2*32.HlN2*28.HKD2*44.H1H20*18.l/CM02H1N2+HC02+NH20l G/IDL
C INJECl'ION cnIDITIONS
IF «OBGHE-360.l .LT. PRI:inx::l GO 'ID 710
IF CDffiQ1B. GE. OlBL'lHl GO 'ID 71 0
C OO~1BUSTION UNDER CONSTANT VOLUH

NWRITE=<MUTE
Dffi01B=DEGOlB+DDEGRE DEG
NOOMB=IFIXCDEGCMB+0.5l APROXMT
XOOM3=NOOloll*TIMSTP
HETFN2=(XCOM3**O.25l *EXPC-Q.13*ABSCXCOloll-6.5l l
HFA'!RLCNOOlolll =CHETFN2+HETFNll *MF/C 2.0*ARFAFNl KG/STEP
C HFA'IRLCNODlf3) =C C2.1CNBL'lH) -(2.1CMBL'lH**2.l * CDEGCMB-0.5l l *MF KG/STEP
HETFNl=HETFN2
MFI(K)=HFA'IRL(NODMB) KG/STEP
ARElIID=ARF.AID+-HFA'IRL (NODMB) *DEGCMB KG.DFX> 2
'IRAMAS='IRAMASHIFI CK) KG
MFCUR(K) =MFI (K)*l.E6/DDEGRE M:;/DEG
MAXMF=MAXMF+MFI CK) KG
CNmOD= CAREAMJlMAXMF) +PRETDC DEG
C SP. HFAT M ODNSTANT VCLUM J/IDL. K
225
C SP. HEAT AT Q)NSTJINT VCLUM J/OOL. K
C OUTFUT IWlS OF CO2 ill 'lHIS STEP IS (SEE CDMBUSTION mUATION )
C02I=(14*441198.0) *MFI (K) KG
oo:>2=MCD2-+<Xl2I KG
C MASS OF 02 WHIOi BURNED IN 'lHIS STEP IS
002BBN=(22.5*(2*16)/198.0)*MFI(K) KG
C THE RESEOOAL IWlS OF 02 IS
1{)2=/>02-~02Bm KG
C OUTFUT ~IASS OF H20 ill 'lHIS STEP IS (SEE CDMBUSTION mUATION )
H20I=(15*11V198.0) *MFI (K) KG
~1l2CP~H20!-H20I KG
OVGAS= (OO2*0V02#1N2*0VN2#H20*CVH2O!-HC02*0VCD2) /
/ (1{)2-Hfi20020!-MC02) J/KG. K
OVGAS=«704.9+O.0708~(K»*Ml+(1833.4+O.4931*TCY(K»*MAXMF)/
/(Ml+MAXMF) J/KG.K
OVGAS=CYCDNS
SUI-1SPC=SJMSl'C+0VGAS
AVACY=SUMSPClDEG01B J/KG. K
~(OO2*32.#1N2*28.+MOD2*44.+~1l20*18.)/(OO2#1N2+OOJ20020) G/OOL
ETAUSE=0.65* (EXES*MFMAXIMF) **0.1
C COI£USTICN TEMP. CALCULATIONS

TI2=TCY(K) K
PI2=PCY(K)
TCY (K) =TI2+( (HFA'mL (NQ)I£) *CALV*ETAUSE) / ('llWIl\S*CYGAS) ) K
PCY(K)=PI2*(TRAMAS+HFA'mL(NOOI£»*TCY(K)/(TRAMAS*TI2) BAR
710 CONTINUE
C WORK OONE ill <nMPRESSION STROKE

DWORK=«PCY(K)+PI)/2.0)* (VCY(K)-VI) BAR. LT
WORKC=WORKC+il'lORK BAR. LT
C Ha-; 'ID DETECT !1AX CXJI1BUsrION PRESSURE

IF(PI .LT.IO.) GO 'ID 705
IF(NP3MAX.m.1) GO 'ID 705
IF «PCY(K)-PI ).GT.O.) GO 'ID 705
rIP3flAX=1'IP3IIAX +1
P3<Il =PI
705 CXJNTINUE
IF(r-MUTE.LT.OVRITE) GO 'ID 327
WRITE(1,320) DEX;RE,VCY(K),'lRAMl\S ,PCY(K) ,TCY(K) ,mGAS,cyGAS,
, ,-;{)PJ(C , I-IFI(K)
twlRITE=O
327 OONTINUE
tMRITE=tl'lRITE+1
VI=VCY (K) LT
TI=TCY(K) K
PI=PCY (K) BAR
700 CONTINUE
CALCULATION OF EXPANSION STROKE

WRITE (1,329)
329 FORMAT(lOX,'CALCULATICN OF EXPANSION STRO!<E') i
WRITE (1,310) I
DFX;T=O.O I
I
t
226
I
L -________________________ I
DEXiT=O.O
DO 900 K= 361 , 540
c FOR EXPANSION CP*V) ** CN2l =<XNSTANT
DDEXiRE=ClSO.0/FLOATCNSTP II D&i
DEXiRE=DEXiRE+DD&iRE DEXiRE
c <XlNDINTIOOS OF NEXT STEP WI'nIOOT OOMBUSTION

PHI=ABSCDEXiRE*3.1411SO.0l RADIAN
VC'{ CKl =V2+C (VlMAX-V2l /2.0l *
.C4.3333-aosCPHIl-3.3333*SQRTCl.-0.09*CSINCPHIl**2 III LT
PCYCKl=PI *(vr /VCYCKll**N2 BAR
TCYCKl=TI*C(PCYCKl/PIl**CCN2-1l/N2ll K
CV02=CI000/32.0l*C20.959+O.00295*CTCY(Kl-273.ll J/KG.K
CVN2=CI000/28.0l*C20.704+O.00211*CTCYCKl-273.ll J/KG.K
CVC02=CI000/44.0l*C27.545+O.00922*CTCYCKl-273.ll J/KG.K
CVH2O=CI000/18.0l*C25.184+O.00525*CTCYCKl-273.ll J/KG.K
CVGllS= COO2*CV02-!MN2*CVN2-H-lH20*CVH2O+l-O)2*lVC02l /
/ COO2tMN2-H-lH20+MC02l J/KG.K
CVGllS=CC704.9+O.0708*TC'lCKll*M!+CI833.4+O.4931*TC'lCKll*MAXMFl/
/ CM! +MAXMFl J/KG.K
CVGl\S=CVCONS J/KG.K
c COI£USTIOO UNDER CONSTANT PRESSURE

IF«DEXiRE-360.l .LT.PRETDCl QJ 'ID 910
IF CDEXiOIB.GE.OIBL'nIl QJ 'ID 910
~
D&;OIB=DEXiOIB+DD&iRE D&i
NCOMB=IFIXCDEGCMB+0.5l APROXMT
XCOMB=NCOl£*TIMSTP
HETFN2=CXCOI£**0.25l*EXPC-Q.13*ABSCXCOI£-6.5ll
HFA'IRLCNCOl£) =CHETEN2+HETFNll *MF/ C2.0*ARFAEN) KG/STEP
c HFA'IRLCNCOl£) =C (2.101BL'nI) -C2.1GlBL'nI**2.) * CDEXiOIB-O.5» *MF KG/STEP
HETENl =HETEN2
MFI CK) =HFA'IRLCNCOI£) KG/STEP
AREA!{)=lIRF»D+HFA'IRL CNOOI£) *DEXiOIB KG.DCC 2
'lRJ\MIlS='lRJ\MIlS+MFI CK) KG
tIFCUH([(l =1·lFI ([() *1. E6/ooCCHE IC/DEe
HI\XMF=/>lAXNF+~lFI (K) ~KG
Gl'lroD= (lIRF»l)/l"AXMF) +PRETOC OEXi

c SP. HFAT M CONSTlINT VCLUH J/OOL. K
c OUTruT MASS OF CO2 IN 'nIIS STEP IS CSEE OOI1BUSTION mUATION )
CO2 1= Cl4*441198.0l *I1FI (K) KG
~1C02=l-O)2+C02I KG
c MASS OF 02 WHICH BURNED IN 'nIIS STEP IS
002BRN=C22.5*C2*16l/198.0l*MFICKl KG
c THE RESEWAL ~U\SS OF 02 IS
MJ2=ID2-MJ2BRN KG
c OUTruT MASS OF H20 IN 'nIIS STEP IS CSEE OOMBUSTION mUATION l
H20I=CI5*lBl198.0)*MFICK) KG
m20=m20+H20I KG
lVGlIS= CM02*CV02+MN2*CVN2-H-lH20*lVH20+l-O)2*CVC02l /
/ (OO2tMN2-H-lH20+l-O)2) J/KG.K
CVGllS=CC704.9+O.0708*TC'lCK»*Ml+CI833.4+O.4931*TC'lCKll*MAXMFl/
/ CM! +MAXMF) J/KG.K
CVGllS=lVCONS J/KG.K
227
CVGAS=CV~S
SUI1SOC=SUnSpc+cvGlIS J/KG.K
AVACV=SUl1SPClDOOO!B
J/KG.K
r-w:;AS= COO2*32. +MN2*28. HKX>2* 44. +MH20* 18.) / COO2+MN2+1-KX>2+MH20) G/MJL
C <XlBBUSTION TEMP. CAL<lJLATIONS
i
TI2=TCYCK)
PI2=PCYCK) K
TCYCK) =TI2+C CHFA'lRLCN<XlI13) *CALV*ETAUSE)/ C'lRAWIS*CVGAS» K
PCY CK) =PI2* C'lRAMAS+HFA'lRL CN<XlI13) ) *TCY CK) / C'lRAWIS*TI2) BAR
910 <XlNTINUE
C WORK OONE IN EXPANSION S'lROKE

DWORK=CCPCYCK)+PI )/2.0)*CVCYCK)-VI ) BAR. LT
WORKEX=W:lRKEX+DWORK BAR. LT
C HCl'l 'ID DETOCl' !w{ <X>~lBUsrION PRESSURE
IFCNP3MAX.EQ.ll GO 'ID 905
IF CCPCYCK)-PI ).GT.O.) GO 'ID 905
NP3MAX=NP3MAX+l
P3(I)=PI
90S~E
C EXHl\tJsr VM..NE OPENlN3

IFCDOORE.LT.CS40.+EVOBDC» GO TO 903
DDOOT=COOOORE*60.0)/CNE*360.0) SEC
TI3=TCYCK)
PI3=PCYCK)
RVALV=0.0l8
DLTAP=CPI3-P1)*RVALV*EXPC-DDOOT) BAR
PCYCK)=PI3-DLTAP BAR
TCYCK)=TI3*CCPCYCK)/PI3)**CCN2-lliN2» K
TRANAS=PCYCK) *VCYCK) *~n-K;AS*lE-3/ CF.*TCY CK» KG
903 <X>NTINUE
IFCK.NE.C3*NSTP» GO TO 324
N'lRITE=Q'lRITE
1'5 (Il ='1'C'1 CK) [(
PS (I) =PCY CK) BAR
324 CDNTINUE
IF CN'lRITE. LT. OIRITE) GO TO 328
WRITE Cl,320) DOORE,VCYCK) ,'lRlIl1AS ,PCYCK) ,TCYCK) ,11NGAS,CVGAS,
,hORKEX ,MFICK)
N'lRITE=O
328 <DNTINUE
NWRITE=NiIRITE+1
VI =VCYCK) LT
TI =TCYCK) K
PI =PCYCK) BAR
900 <X>NTINUE
CALCULATION OF EXHl\tJsr S'lROKE

PiWVCY=VI
WRITEC1,332)
332 FORNAT ClOX, 'CALOJLATION OF EXHl\tJsr S'lROKE' )
WRITE Cl,310)
228
WRITE (1 ,310)
DO 1100 K= 541 , 720
DDEX;RE=Cl80.0/FLOAT(NSTP » DEX;
DEX;RE=DEX;RE+DDEX;RE . DEX;RE
OLOOAS='lID\MAS
C CDNDINTIOOSOF NEXT STEP

aJI=ABS«DOORE )*3.141180.0) RADIAN
VCY (K) =V2+( (VlMAX-V2) 12.0) *
• (4.3333-OOS(PHI)-3.3333*SQRT(1.-0.09*(SIN(PHI)**2 ») LT
C MASS OO'ILET WE 'ID PIS'IDN IDWIENT
DVCY=VCY(K)-PRVVCY
OU'IMllS='llWIAS*DVCY/PRWCY KG
PWJCf.=VCY (K)
TRJ\MAS='lID\MAS-ABS (OU'IMAS) KG
C ~IASS ESCAPED WE 'ID HIGH PRESSUR
DLTAP=(PI-Pl)*RVALV*EXP(-DDEX;T) BM
PCY(K)=PI-DLTAP BAR
TCY(K)=TI* «PCY(K)/PI)** «N2-1)/N2» K
T.RAMAS=PCY(K) *VCY(K) *MWGAS*lE-31 (R*TCY(K» KG
VI=VCY(K)
PI=PCY(K)
TI=TCY(K)
C RESOOAL ~IASS OF EArn GAS IS
RESIlJL='lID\MASI 0Lr.W!S 0/0
ro2~02*RESOOL KG
MN2=MN2*RESOOL KG
l>KXl2=l>KXl2*RESOOL KG
NH20=~iI20*RESOOL KG
CV02=(1000/32.0) *(20.959+0.00295* (TCY(K)-273.» J/KG.K

CVN2=(1000128.0)*(20.704+O.00211*(TCY(K)-273.» J/KG.K
CVOO2=(1000/44.0)*(27.545+O.00922*(TCY(K)-273.» J/KG.K
CVH20=(1000/18.0)*(25.184+O.00525*(TCY(K)-273.» J/KG.K
CVGAS=(H02*CV02+~n'12*CVN2+1·ffi20*CVH20H'C02*CVC02) /
/ (;·102+1 1N2+lli120H\C02l J/KG. I<
CVGllS= ( (704.9+0 .07 08*TCY (I\) ) *l'li +( 1833.4+0.4931 *1'CY (K) ) *tWJ'lI') /
/ (NI +NAXl1F) J/KG.I<
CVGAS=CVCONS J/KG.K
IF (NVRITE.LT. (lVIUTE) GO 'ID 335
\'IRITE(1,320) DCGmo,VCY(I\) ,'IRNlAS ,K:Y(K) ,'K:Y(Kl ,H;;/GlIS,CVGAS,
,vDRKXH ,HPI (K)
NVRITE=O
335 CONTINUE
NWRITE=NVRITE+1
1100 CONTINUE
NP3MAX=O
WRITE (1,340) MAXMF
340 FORMII.T(lX,30HEUEL INJECTED IN TIlIS CYCLE = ,FI0.9,3HKG ,3X, ''llIE
• CEN'IROID OF HFAT RELEASE' )
WRITE (1,345) CN'IROD
345 FORMII.T(1H ,'aJR\1E LIES AT ',F6.2,2X,'DEX;. BEFORE T.D.C. ' )
WRITE(l,35O) AVACV
350 FORMII.TCIH ,'AVrow:;E SPC.HEAT AT OOMBUsrION=' ,F6.2,' J/KG.K')
229
C 350 FORl-lAT(1H ,'AVAREX>E SPC.HEAT AT Q)~IBUSTION=' ,P6.2,' J/KG.K')
C I'K>RK IXXm reR CYCLE
WORK:mRKEXiOORRC BAR. LT
IME~mRK/ CVUll\X-V2) BAR
WRITE <l,368) IMEP
368 FOmlAT(lOx,6HIME~ ,P6.3,41lBAR )
C CALL C10S1N
C CALL AXIPLOCO,lS0. ,200.,1,1,10,10,0. ,10.00,0. ,120., 'CYCLE VCLUl1E (L
C .T)' ,16, 'CYCLE PRESS. (BAR)' ,17)
C NCY=NSTPC+~X
C CALL GRAroLCVCY,PCY,NCY)
C CALL GRAroLCVCY,MFCUR,NCY)
C CALL DEVEND
C HCW 'ID CLEAR MRAYS 'ID BE USED AGAIN

00 1200 K=l, 720
MFICK)=O.O
VCYCK) =0.0
PCYCK) =0.0
MFCURCK) =0.0
1200 CONTINUE
C EXHUST PARAMETERS (BEFOR IDRBINE )

PSEXH=CPI+PSCI»/2.0
WRITEC1,360) PSEXH /
360 FORMAT(lOX,19HEXHUST PRESSOR PS= ,P5.3,41lBAR ),:''''i,
TSEXH=CTI+T5CI»/2.0
WRITEC1,363) TSEXH
363 FOmlAT(lOX,17HEXHUST TF11P. T5= ,FB.3,2HK )
FME~O.OOlS*NE
WRITE C1,370)PMEP BAR
370 FOmlAT(lOx,6HmE~ ,P6.3,4HI3AR )
mlEP (I) =rr1Ep-p~mp
~IRITEU,37S) Bl·lEP(I) I3AR
375 FOmIAT(lox,6HI3[1E~ ,P7.4)
ClILWLA'l'ION OF El'.lSINE aJ'l'FU'l' PERFOHHANCE

RP!1(Il =NE
H PH
BHP (I) =B1-lEP (I) *VSl1AX*NEI C225. O*S'IROKS)
IHP(I) =IMEP*V~lI\X*NEI (225 .0*S'IR0I(s) H.P
FUEL(I)=MF*NE*60.0/(2.0*lHPCl» H.P
'lDRQCIl =716 .2*BHP(IJ /RPH(I) KG/HP. HR
KGF./<!
IDRBINE IafflR
GI\MAEX=1.30
ETAIDR= FROM IDRBINE CHARAcrERISTlCS urn Q)NSTllNT)
WRBINE BI.J\DE SreED=6 • 28*NIDR*RAOOSl60 .0
BLSreD=6.28*C30.*NE)*O.05!60.0
ISEN'IROPIC EXPANSION VELOCITY
EXPVEL=SQRTC2.*CVGAS*TSEXH*(1.-(PA/PS~1)**«~X_1)/GAMAEX»)
ETMP~O.75
~IDR=1.2*E~P*«BLSPED/EXPVEL)**CO.9»
WREWR=E'I2'\WR*GASMI\S*CVGAS *TSEXH*
(C1-(PA/PSEXH)**(CGAMAEX-1)/GAMAEX» / C736.0)
WRITECl,42S) TURIWR , ETAWR H.P
2Ju
.,
,
I
) WRITE (l, 425) 'lURRVR , ~;.'lUR

425 FOrull\T(lOX,15H'lURBINE Rl'IER= ,FS.3,3In1P ,3X,8HETA'lUR= ,F3.2 )
~i TNPOU'l=TS Cl) * «PA/P5 Cl» ** «G/\MAEX-l) /G/\MAEX) ) K
WRITE(1,435) TMPOUT
435 FOrulI\T(lOX,22H'lURBINE OOTruT IDIP.= ,F6.1,2X,2HK )
C OJOLING O\LOJIATIONS
ALLHET=ruEL~fl*CALV-BHP en *736-GAS~lI\S*C\TGAS * (TMroUT-TA)
TIW=TA+lO J/SEC
K
RCC , EX:C IS OJOLm:; OOEFFICIENTS OF RADIA'IDR AND EOOINE BIDCK
RCC=0.8*NE KG.J/KGK
EXX:=300
T2WCl) =TlWl-ALLHET/ (RCC+EX:C)
WRITE (i,450) T2W(I) K
450 FOrulI\T(10X,13HWATER TEMP.= ,F6.2)
IF(T2W(I) ~GT.3SO) IX) ID 1000
CLOOE 'lHEruOSTATE AT CDLO OONDITIONS
T2WCl)=353
1000 <XlNTINUE K
~lRITING UP ENGINE l'ERFORl.lI\NCE

WRITE (l,480)
480 FORMAT(lHO,6X,4HRPM ,10X,7HB.H.P. , 8X,14HIDRQUE (KGF.M) ,4X,lBHruEL
- (KG/IHP.HR) )
WRITE(1,550) RPM(I),BHP(I),IDRQ(I),FUEL(I)
5SO FOrulI\T(2X,F10.0,5X,F10.2,8X,F10.2,lOX,FIO.5 )
FEED BACK OJN'lROLLER mOOAAf.l FOR 1U000mOCESSOR

GO ID 123:1r-
IF(AMOI.m~O.) IX) 'ID 222
MNANCE FEEIBACK OONTRCLLER
INRlT DP.TA 'ID '!HE Jl:EIBACK CONTRCLLER
IF( I .NE. 1) GO 'ID 11
DAIJJNC=-l.
Dffi
11 CONTINUE
IF (BHP (I) -PREVHP) 111, 222 , 333
111 COtJ'J.'IHUE
DP.IJilNO=-DAIJilNC
333 CXlNTINUE
CHECK R.P.M
IF(ABS(PRENNE-NE) .LT.IO.) GO ID 33
RhVJHP=+I-(NE-NEiIINl/136.0
Dffi
~33 g;~INU:UEL
IF (ABS(PREVRK-RACK) .LT.O.OS) IX) 'ID 22
~lI\KE
JU~IP IF NECESSARY
FULJMP= 5.0- 5.0*RACK Offi
22 CONTINUE
ALIJMP=RE.VJMP+FULJMP OEX;
MNCON=MNCON+J:l.l\IJ\TOC+ALIJ~1P OEX;
RE.VJMP=O .0
FULJMP=O.O
IX) ID 123
222 CONTINUE
MNCXlN=MNCON-OAlJilOC
231
AIN<DN=AIN<DN-DAINNC
123 OONTlNUE
PRE.VHP=BHP (I)
PRE.VNE=NE
RPH
PREITRK=RACK
12 OONTlNUE
AIN<DN=AIN<DN+2
10 <DNTlNUE
C S'IDRIN3 OF WE OOTruT TO BE USED IN MJLTIIl.E Il.OT

00 15 I=l,NPI'
AIRMS1(I)=~ms(I)
P31 (I) =P3 (I)
BMEPl( I) =BHEP (I)
BHPl(I)=BHP(I)
TORQ1(I)=TORQ(I)
FUELl(I)=FUEL(I)
T51(I) =T5 (I)
P51(I) =P5 (I)
15 <XlNTlNUE
6100NTlNUE
IF (J.NE.2) GO 'ID 66
00 41 I=l,NPI'
P32(I)=P3(I)
BNEP2(I) =BMEP(I)
BHP2 (I) =BHP (I)
TORQ2(I)=TORQ(I)
FUEL2(I)=FUEL(I)
T52 (I) =T5 (I)
P52 (I) =P5 (I)
41 OJNTlNUE
66 OONTlNUE
IF (J.NE.3) GO 'ID 69
00 27 I=l,NPI'
P33 (I) =P3 (I)
IlNEP3 ( I) =Bf.lEP (I)
BHP3 (I) =BHP (I)
TORQ3(I)=TORQ(I)
FUEL3(I)=FUEL(I)
T53 (I) =T5 (I)
P53 (I) =P5 (I)
27 OONTlNUE
69 <XlNTlNUE
RACK=RACK-o.25
NE=NElt-500 0/0
7 OONTlNUE
Il.OTTrn:; OF 'llIE OOTruT RESULTS

CALL CI051N
CALL S5600
CALL AXIPLO(0,150. ,100.,1,1 ,10,10,MI\XlNJ ,MININJ, O. ,12.0,' INJEX:TION
& ANGLE(DEX;)' ,20,'BMEP (BAR)' ,10)
232
& llOOLE (OEXi) , ,20,' BMEP (BI\R)' ,10)
CALL GRAroLCllOOLLJ,BMEP1,NPl')
CALL MDV!02 (25. , 110. )
CALL OlAHOLC9HSPEED-1*.)
CALL PENSELC3,0.4,3)
CALL GRAroLCllOOLLJ, BMEP2 ,NPl')
CALL MDV!02 C25 ~ , 100. )
CALL GRAroL CllOOLLJ , Bl-lEP3 , NPl')
CALL ~0IJ'102 C25 • , 90. )
CALL OIAHOLC9HSPEED-3*.)
CALL GRAroL (llOOLLJ , Bl-lEP , NPl')
CALL MDV!02 (25 • , 80. )
CALL OlAHOL C9HSPEEO-4*.)
CALL Plca.E
CALL AXIPLOCO,lSO.,100.,1,1,10,10,MAXINJ,MININJ,0.,260.,'INJECTION
& llOOLECDEXi) ',20, 'B.H.P.' ,6)
CALL GRAroLCllOOLLJ ,BHPl ,NPl')
CALL OIAHOLC9HSPEED-1*.)
CALL GRAroLCANGLLJ ,BHP2 ,NPl')
CALL GRAroLCANGLLJ,BHP3 ,NPl')
CALL OlllHOL(9HSPEED-3*.)
CALL GRAroL (ANGLLJ , Bffi!. , NPl')
CALL Oll\HOL (9HSPEEO-4*.)
CALL PlCCLE
CALL AXlPLOCO ,150.,100. ,1,1,10,10 , !\'\XI1U , t!TInm, O. , .17 0, , I! U1':C'1'1(} 1
& l\NGLECDEG) ',20,'fUu.. CUJ.O(G/IHP.lut) ',20)
CALL GRAroL(ANGLtJ,FUELl,NPr)
CALL 11J\I'102 (25. , llO. )
CALL OlllHOL(9HSPEEO-1*.)
CALL PENSELO,0.4,3)
CALL GRAroL(ANGLLJ,FUEL2,NPl')
CALL ~0IJ'102 (25. , 100. )
CALL CHlIHOL(9HSPEEO-2*.)
CALL GRAroL (ANGLLJ , EUEL3 ,NPl')
CALL ~0IJ'102 C25. , 90 • )
CALL OIAHOL C9HSPEED-3*. )
CALL GRAroL (ANGLTJ , EUEL , NPl')
CALL MDV!02 C25 • , 80 • )
CALL OIAHOL C9HSPEED-4*.)
CALL Plca.E
233
CALL AXIPLO(0,150.,100.,1,1,10,10,MAXINJ,MININJ,0.,100.,' INJECTION
& AOOLE(Om) ',20, ''IDRQUE (KGF.M) , ,14)
CALL GRAroL (AOOLLJ , 'IDaJl ,NPl')
CALL ~0\1'ID2 ( 25 • , 55. )
CALL OIMOL(9HSPEED-l*.)
CALL GRAroL(AOOLLJ, 'IDRQ2 ,NPl')
CALL ~0\1'ID2 (25. , 45. )
CALL QllIHOL(9HSPEEO-2*.)
CALL GRAroL (AOOLLJ, 'IDRQ3 ,NPl')
CALL ID.rro2 (25. , 35. )
CALL OIMOL(9HSPEED-3*.)
CALL GRAroL(AOOLLJ,'IDRQ ,NPl')
CALL MJ<J'102 (25. , 25. )
CALL PICCLE
CALL AXIPLO(0,150.,100 .,1 ,1,10 ,10,MAXINJ ,11ININJ, O. ,160.,' INJECTION
& AOOLE (om) , ,20,' MI\X PRESS (BAR)' ,15)
CALL GRAroL(AOOLLJ,P31 ,NPl')
CALL MJ<J'102 (25. , 55. )
CALL OIMOL(9HSPEED-l*.)
CALL GRAroL(AOOLLJ ,P32 ,NPl')
CALL ~0\1'ID2 (25. , 45. )
CALL GRAroL (ANGLLJ, P33 ,NPl')
CALL ~0\1'ID2 (25. , 35. )
CALL QllIHOL (9HSPEED-3 *.)
Cl\LL GRAroL (I\NGLLJ, 1'3 , NPl')
CALL 10\1'ID2 (25. , 25. )
CALL QlAHOL (9HSPEED-4*.)
CALL DEVEND
CALL EXIT
rno
arro~1
234
l\PPENDI X 1. 2
THE SIMPLIFIED DIGITAL COMPUTER MODEL OF DIESEL ENGINE CONTAINING TRANSIENTS
RESPONSE OF TURBOCHARGER. (THE INTAKE AND EXHAUST STROKE IS NOT CONSIDERED).
C MAS'lER DY DIESEL OOlNE

REAL Nl.,N2,MF,MFNAX,NE,MFCIT,MFCP,Ml, M) ,Il£P , MlWlX,NEMAX
REAL NEMIN, nIP(300) , EXLOAD(300) , lNERTE, lNER'lL, lNERTT
REAL*8 TIM, Z(2) , ZT(2)
REAL*8 WSPC(1,7), wsPCl'(1,7) , 'ltL, TEND
REAL foWAlR , !+lroEL , M'lGAS
REAL MFI(380),MAXMF,MFCUR(380),DEGCY(380),INJrrrH,DGCMB(100)
REAL MJ2,m2,MJ:)2,m20,
MJ2Bm
lNTB:;ER N, Nl', IFAIL, IFAILT
DIl£NSDDN RPM(300) ,BHP(300) , FUEL(300) , ~(300)
DIMENSDDN~(200),TORLOD(200),TORTAQ(200),CO~(200)
DIz.ENSDDN AlRMAS(300) , BMEP(300) ,TIME: (300)
DIl£NSDDN AlRM>1 (300)
DIl£NSDDN P3(300),P31(300),P32(300),P33(300)
DIl£NSDDN BHP1(200) ,BHP2(200) ,BMEP1(200) ,BMEP2(200)
DlMENSDDN ~1(200),~BQ2(200),FUELl(200),FUEL2(200)
DIl£NSDDN BME:P3(300),BHP3(200),~BQ3(200),FUEL3(200)
DIl£NSDDN T2W(300)
DIl£NSDDN ~1(300),T52(300),T53(3dO),T5(300)
DIl£NSDDN JiS(300) ,JiS1(300) ,JiS2(300) ,JiS3(300).
DIMENSDDN VCY(380),TCY(380),PCY(380),PNGLIJ(380),V5(200)
DlMENSDDN AREAI(lOO) , HEA[RL(100),VCLCH(380)
. COMlm /TE/ ~IQUE , EX'lLOD
COMM:N/'lUW 'lURLD,TORIQ,OlPlQ
EXTEllNAL DERlV , DERlVT
c EN3lNE SIECIFIQ\TION .... Dl\TA lIND nUTIl\L <DNDITIONS

GAli\=1.4
CALV=4.18*101S0*1E3 J/KGFUEL
EPSLUM=14.4
N<LNm=6
DORE=O .127 M
S'lROK=O .149 M
S'lROKS=4
c <DmUSl'ION CHAmFR LOOTIl =(}!CHLT
0IaIL'l!= S'lR0K* ( (EPSLUMl-1) /EPSLUM) M
PA=1.03 BAR
TlI=288 K
c P1= FRoo <DMIRESSOR CHARFCrARISTICS BAR
Pl=1.5 BAR
Tl.=300.0 K
c R UNE.VmsAL GAS <DNSl'lN'l!=8.2057* (10**-2) (LITER*ATM>SIHEWDm*IDL)
R=8.2057F1-2
C NE=l'NGlNE SIEED
NEM\X=2000 .0 RPM
NEMIN=500. RPM
c WR3OClJAR:;ER sreED
'lURMr.X=80000 R.P.M
'lURMIN=40000 R.P.M
TDRJN=lO. SEC
Dl'IM=0.4 SEC
NP1=TImuw'DTIM
NPll=3
Q'lRlTF}:10 235
CWRl:Tl:?10
.EYCBTC-SO DEl>
ME1Wt=O.0007 KG/CYCLE
RACI<=1.
MXIJLi!=24 DEG
ADJMJI=O.O
C EUEL 1\ND AIR CALClJIATIONS

C 'lHE DIESEL EUEL <DNl'AlNES (13 OR 14) CAmOO A'lGS IN 'lHE MLEXlJLE
C I.E. '!HE OIEMICAL <DMIOSITION MIGHT BE Cl4.H30
Mffll'EIP198. GWIDL
C '!HE A'lOMIC WIEGHT OF 02=16 N2=14 0=12 GlWS
C '!HE <DmusrION B;lUATION OF '!HE DIESEL EUEL IS
C Cl4.H30 + 22.5*02=14*002 + 15*820
C '!HE 'lHEORITIa>.L AMXJNl' OF OXYGFN NEElED EOR OOE ML. OF FUEL IS
C EQUAL 22.5*(16*2)=720 ~
C 'lHE AMXJNl' OF NITRroYN IS 4*22.5*(14*2)=2520 GRAMS
C '!HE TEEORITIa>.L AMXJNl' OF AIR IS 720+2520=3240 GR
C '!HE'lHEORITIa>.L AnV'FUEL RATIO IS 3240/198=16.36 GRAM>
C EXESS AIR FACl'OR IS EXES=1.7
EXES=1.7
C '!HE REAL AMXJNl' OF AIR IS 1.7*3240=5508 GRAMS
C'lHE REIlL AIR ID FUEL RATIO IS AFR=5508/198=27.82 (WIEGHT/WIEGHT)
AFR=EXES*(22.5*(16.*2.)+4.*22.5*(14.*2»/198.0 RG/KG
C '!HE z.or.. WEmHT IS IN (GRAW22.4 LITER)
M-lAIR=28.89 <V22.4LT
C '!HE M\X. Vcr.Ul£ OF ooM3UsrION QIAl£ER IS
VlW\X=3 .14* (BORE**2. /4.0) *CMaILTl-Na:.Nm*l. E3 Ll'l'ER
V2=Vl.WUVEPSLUM LT
C '!HE M\X. AlTAILllBLE lIMXJNl' OF ERESH AIR=S'lEPl' Vcr.. OF ooM3UsrIOO QIAl£ER
VS!oNC=Vl.W\X-V2 LIETER
C SI'CW'l= PI *M-lAnV' (R*T1)
SPCWi!=P1*M-lAIR*1El-3/ (R*T1) KG/LIT
EETAVO=0.90-«4.2El-8)*«NEMIN-500.)**2.»
MlMrlX=SPCWT*VlWJ(*EETAVO KG/CYCL
C AIR 'ID EUEL RATIO AT IRESENT <DNDrnTION
HSWJ(=SPCWT"V SMI\X*EETAVO KG/CYa.,
C MFW\X=Ml.WUVAFR KG/CYa.,
C m:>lNE S.EEED STEP INTR;RATION

C 00 7 J=1 , 2
DO 7 J=1 , 1
C MF=MJsr BE GlVFN
WRlTE(1,5)
5 FOru-M(lm. )
WRlTE(1,100) MFMAX
100 FOru-M(lHO,40HVALUE OF MAX AMXJNl' OF EUEL FER CYCLE = ,F9.8,3HH; )
WRlTE(1,5)
WRlTE(l,200)
200 FOru-M(lHO ,40H'lHroRETIa>.L reREORMJINCE OF DIESEL OOINE )
WRlTE(l,5)
MF=RACK*MFWIX KG/CYCr..
NE=1000. R.P.M
lRVRPM='lURMIN R.P.M
ADla::N=O .0 DEl>
TIM=O.O
236
TIM=O.O
C BIDlliIN3 OF mE CYCLE CALaJLATIONS
00 10I=1;NPr
NVRITE=<WRl'l'E
E~ =0.90-«4.2E-S) * «NE -500.)**2.»
V1=V1M1\X*~ LIT
VS=VSMllX*~ LIT/CYCL
MI. =SP<WT*Vl. KG/CYCL
M3=SPCWT*VS KG/CYCL
C DISSOCIAT1".OO OF INIUT GASES
C INIUT MllSS OF 02
MD2=(16/(16.+4.*14.»*MS KG
C INruT MllSS OF N2
MN2=(4*14/(16.+4.*14.»*MS KG
C INIUT MllSS OF . 0)2
M:D2=O.O
C INIUT MllSS OF H2O
Ml20=0.0
C . INIUT MllSS OF 02 WHIQI BURNED
ID2BR-f=O.O
WRlTE(1,210) NE , RACK
210 FORMAT(Im,14HENGINE SFEED= ,F7.2,2X,6HR.P.M ,10HllND RACK= ,F4.2)
C ArJl<XN= 5.
l\N3LLJ(I)=ArJlCDN-(20.+10. * (MF/MFMAX) )
WRlTE(1,225) ANGLLJ(I)
225 FORMlI.T(lIIJ ,20Hm:;LE OF INJEm'ION= ,F6.2 ,2X,4HIE3 )
E~1.25+(1.0E-5)*NE
EXFCtl'l=1.26
IF (NE. GT. NEMm) GO 'ID 303
~=O.O
303 OJNTrnUE
AIruUlF I£/MF
WRITE(1,235) AIRFUL
235 FORMlI.T(lHO,21HREAL AIR/FUEL RATIO= ,F6.3 )
AIRMI\S (I) =1£*NE*2./ ( srnOKS*60 .0) KG/SEC
FUELI1:FMF*NE*2.0/ (SUl.OKS*60.) KG/SEC
GASWIS=AIRMAS (I) +FU ELI£ n:;/SEC
WRITE(1,250) Ml ,Cu\SMI\S
250 FORMlI.T(1IIl,26HM1\SS OF Am FER cyo:.E Ml= ,F10.8,3!OO ,1OX
• ,SmASWIS= ,F7.5,7!OO/SEC )
C O)MffiESSffi RWER
C EETA <DMBUSSOR MJST BE TAKEN FRCl1 ITS OIARACI'ERISTICS
ETJlCSR=O .5
TC=TA* (Pl/PA) ** ( (GAMI\-l) /GAMI\) K
WRITE (1,306) TC
306 FORMlI.T(lOX,25H<DMIruSSOR ClJTRJT TEMP.= ,F6.2,2HK )
C mE SFECIFIC HEAT IEPENOO CN TENP.
~AIR=(1000/29.0)*(20.75S+O.002248*(TC-273.» J/KG.K
<.vGAS=~Am J/KG.K
CSRlWR =«AmMI\S(I)*<.vGAS *T1)/(ETACSR*736.»*
« (Pl/PA) ** «GAMI\-l) /GAMI\) -1) H.P
WRITE (1,3 07) CSRlWR
307 FORMlI.T(lOX,lSH<DMIruSSOR RWER= ,F6.3,4HH.P)
WRITE(1,30S)
237
WRITE (1,308)
308 R)RM!IT(lHO,12HSTEP(DEl3RE) ,lX,16I!1lCL.OF CYCr..(LT) ,lX,17HmFS.OF C'l
•a.. (BAR) ,lX,1611TEMP OF CYCr..(K) ,lX,6HmGAS ,1X,llHOl(J/KG.K) ,IX,
,13lWOOK(BAR.LT) ,21HEUEL BtJmED/Sl'EP(KG) )
C mlELLm:; OF OO~ION lIOIllNCE roMP

C OOM3USTION IELAY THE IS OONSTJNT llND EQUAL 0.0010 SEX:
C BUT IT IS FUNCrION OF '!HE R.P.M. SO
STRTCMFO.0010*(NEV60.0) *360.0 DEl3
C ALSO '!HE END OF OJM3USTION OOMES A BIT LATE SO
CMBEND=0.0030*(NEV60.0)*(MF/~*360.0 DEl3RE
HUXJ.B=JmLLJ (I) +SlRTCM IE3
MlITJL'.l!=24. IE3
JNJL'lH=MlITJLT* (MF/MFMAX) DEl3
PSTCM3=JNJL'lH+ llNGLLJ (I) +O!BENDl-SlRTCM IE3
CMBL'lH=(5.00/1000.0) * (NEV60.0) *360. IE3
CMBL'lH= JNJL'lH+CMBEND IE3
TIM3TP=60 .0/cmL'lH UNIT
IRF=IFIX(CM3L'lH+0.5 ) AffiOX
AREAEN=O.O
<lnY.1.=O.o
DO ISO Ii= 1 , IRF
X=L*TIMSTP
CURV2=(X**0.25)*EXP(-o.13*ABS(X-6.5»
J\REAI (~= (CURV2+euRlTl) /2.0
CURlTl=CURV2
AREAEN=lIREI\ENtAREAI (~
150 OONTlliUE
C CAL<lJLATICN OF OOMIRFSSION STRa<E

1E3RE=179 IE3
VI=VlM1\X LT
TI=T1. K
PI=Pl*EETAV BAR
DIE3RE=l
f.WGAS=f.WAIR G/roL
11'1.Xl-lF=O .0
AREAM)=O.O
WORK=O.O
DEl3CMB=O .0
'lRAMI\S= Ml. KG
DO 500 K=l, 361
DEl3RE= IE3REl1-lDEl3RE
1E3C'l (K) =IE3RE
C OlIDmTIONS OF NElcr' STEP WI'lHaJT <DM3USTION

FHI=(DEl3RE*3.14/1BO.0) RADIllN
VC'l(K) =V2+( (VlM1\X-V2) /2.0) *
• (4.3333-oDS{PHI)-3.3333*SQRr{1.-0.09*(SIN(PHI)**2 I»~ LT
VCLCH{K)=vr/VC'l(K)
PC'{ (K) =PI* (VI/VC'l(K) ) **EXPCm' BAR
'lcr (K) =TI* ( (VI/VC'l (K) ) ** (EXPCm'-1) ) K
C 0l02=(1000/32.0)*(20.959+O.00295*(TC'l(K)-273.» J/KG.K
C CVN2={1000/28.0)*(20.704+O.00211*(TC'l(K)-273.» J/KG.K
C 0l<D2=(1000/44.0)*(27.545+O.00922*(TC'l(K)-273.» J/KG.K
C 0lH20={1000/18.0)*(25.184+O.00525*(TC'l(K)-273.» J/KG.K
238
C OTH2o. (1000/18.0)* (25.184-1{) .00525* (TCY(K) -2:13.) ) J/KG.K
C OTGl>S= (ID2*OlOZ+m2*<.VN2+MI2O*CVH20HlD2*0l0)2) /
C / (ID2+m2+MI20HlD2) J/KG.K
C OOl£Usrr.oo CALO.JLATIOOS
IF( (DEXiREl-ERIDB) .LT.360.0) GO 'ID 910
IF(DEXi<M3.GT. (OBL'lH-IDEXiRE» GO 'ID 910
N'/'RITE=(}lRITE
DEXiCM3=I:'00<M3+IDEX:iRE 003
NODM3= IFIX (DEXi<M3+0 .5) APROX
moo (NODl£) =DEXiRE
XOOM3=NODl£*TDSTP
HETFN2=(XO)l£**0.25)*EXP(-D.13*ABS(XODMB-6.5»
HEA±RL(NODl£)=«2./CMBL~)-(2./CMBL~**2.)*(DEGCMB-0.5»*MF le/SW
H~(NODl£)=(HETFN2+HETFNl)*MF/(2.0*~) IC/SI'EP
HE:rFm =HET1iN2
MFI(K)=~(NODl£) IC/SI'EP
AREAM:)=l\REAIDt~(NODl£) *DEXiCMB le. 003
MIOOIF=M\XMF+-MFI (K) I<G
<N'rnOD= (AREAM)/MAXMF) +mID13 om
MfCUR(NODl£)=MFI(K)*l.E6/DDEXiRE M>/DEXi
MWGAS=(ID2*32.+m2*28.+M002*44.+MI20*18.)/(ID2+m2+M002+MI20) QlIDL
esp. HEAT NI: aNsrJNT Va.UM J/IDL. K
C OO'mJT MISS OF 0)2 m ~IS STEP IS (SEE OOM3UsrJON B;lUATJON )
C02I=(14*4~198.0)*MFI(K) I<G
Ml)2=M:D2+cn2 I le
C MASS OF 02 WHICH BURNED ill ~IS STEP IS
M02BBN= (22.5* (2*16)/198.0) *MFI (K) I<G
C 'lHE RESEIlJAL MASS OF OZ IS
M02=/02-/02Bm le
C OO'mJT MISS OF H2O ill ~IS STEP IS (SEE OOM3UsrION B;lUATION )
H20l= (15*18/198.0) *MFI (K) ~ I<G
MI20=MI201- H2O! le
0lGl>S=«704.9-1{).0708*TCY(K»*Ml+(1833.4-1{).4931*TCY(K»*MAXMF)/
/ (Ml +MI'\XMF) J/KG.K
C 0lGl>S=838. J/KG.K
C ml>BUSl'ION 'lUll'. CALQJIJl'l'lONS
ET!'IJSE=O .85
'IRAMI\S= Ml. +MI'\XMF KG
TIO='lcr (K) K
PIO=OCY(K)
TCY (K) =TIO+ ( (HEA'IRL (NCOl£) *CALV*ET!'IJSE) / (TRAMIIS *OlGAS) ) K
C mIS B;lUATIOO IS P1*Vl/Tl=I'2*V2/T2
PCY(K)=PIO*(TRAMl\StH~(NODl£) ) *TCY(K)/('lRAMI\S*TIO) BAR
C PCY(K)=PIO+(0.0036)*(2500.-'lcr(K» BAR
C PCY(K)=PI*«VI/VCY(K»**2.8) . FAILED BAR
C PCY(K)=PIO+( (1.085ES)*H~(NODM3» BAR
C PCY(K)=PIO+O.0025 *(TCY(K)-554.25) BAR
910 CDNTlNUE
C Hm 'ID IE~ MAX OOM3UsrJON ffiESSURE

IF(NP3MAX.B;l.l) GO 'ID 905
IF «PCY(K)-PI ) .GT.O.) GO 'ID 905
NP3MAX=NP3MAX+l
P3(l)=PI
905 OON'rll'IUE
23')
905 CDNTlNUE
C OOliJST VMNE OIENIN3
IF(OmRE. LT. (540 .+E.VCBTC)) GO 'ID 903
oOm'J.!:lDmRE*60 .0/ (NE*360 .0) UNIT T
F£X=OCY(K)
C l'CY (K) =F£X* (EXP (-100. *DDmT)) BAR
l'CY(K)=F£X*(O.97S+(NEVIOOOOO.0)) BAR
903 CDNTlNUE
C C1\LClJLATICl'l OF WORK OONE

mORK=({pcy(K)+PI )/2.0)*(VCY(K)-VI ) BAR. LT
WORK -=WORK +Il'1ORK BlIR.LT
IF(K.NE.361) GO 'ID 324
N-lRITE=CHRITE
'I5(I)=TCY(K) K
V5(I)=VCY(K) LT
F5(I)=l'CY(K) BAR
324 <DNTlNUE
IF(N-lRITE.LT.CHRITE) GO 'ID 328
WRITE(I,320) OFI;RE,VCY(K) ,PCY(K) ,TCY(K) ,mGPS,OlGAS,WORK ,MF! (K)
320 FO~(lX,F7.1,IX,F8.S,IX,F8.3,IX,F8.3,IX,F5.2,IX,F7.2,lX,F7.2,
,IX,El2.6 )
N-lRITE=0
328 CDNTlNUE
N-lRITE=N'lRITFlt1
VI =VCY(K) LT
TI =TCY(K) K
PI =OCY(K) BAR
900 CDNTlNUE
500 CDNTlNUE
NP3MAX=O
WRITE (1,340) MAXMF , CN'IROO
340 FORMlIT(10X,30HFUEL INJocrED IN TIlIS CYCLE = ,F10.9,3Im; ,3X,
,35H'IHE CEN'IROID OF FUEL OJRIlE LIES AT ,F6.2,18!IDFl;. BEroRE T.O.C.)
C \WIUZ IXN E Hill CYCLE

IMEP=WORK! (VlMI\X-V2) B1IR
WRITE(1,368) IMEP
368 EORMlIT(lOX,6HII£P= ,F6.3,4HBAR )
CALL 1£600
C CALL AXIILO(O,I50. ,200.,1,1,10,10,0.,12.5,0. ,150., 'CYCLE VCLllME(L
C .T)' ,16 ,'CYCLE mESS. (BAR)' ,17)
NCY=361
C CALL GRAroL(VCY, PCY, NCY)
C CALL PICXLE
CALL AXIR.O(I,I60 .,200 .,1,1 ,10,10,335. ,395. ,0. ,100.,
, 'CRANK AN3LE' ,11,' FUEL BumEDjoFI;' ,15)
CALL GRAroL(DG<M3,MFOJR,N<DI£)
C CALL PICXLE
C CALL GRAF(OFI;CY,VCLO:I,NCY,O)
CALL D1NENO
C HO'l'ID CLEl\R AARAYS 'ID BE USED roAlN

DO 1100 K= 1 , 361
MFI (K) =0.0
240
MFI(K)~.O
VCY(K)~.O
PCY(K)~.O
MroJR(K)~.O
1100 OONTINUE
C El<HUST PAlWE'IERS (BEroR 'lUffiINE )

WR!TE(1,360) PS(I)
360 FORMAT(10X,19HEXHUST ffiESSUR 1:5= ,F5.3,4HBAR )
WR!TE(1,363) 'IS (I)
363 FORMAT(lOX,17HEXHUST 'lEMP. '15= ,FS.3,2HK )
FMEP:0.0025 * NE BAR
WRITE (1,370) FMEP
370 FORMAT(lOX,61lFMEP: ,F6.3,4HBAR )
BMEP(I)=IMEF-FMEP BAR
WRITE(1,375) BMEP(I)
375 FORMAT(lOX,6HBMEP: ,F7 .4)
C CALaJLATION OF m:;INE CXJTRJT IERFORMllN<E

TIME (I) =TIM SEC
RPM(I)=NE RPM
BHP(I)=BMEP(I)*V~*N&I(225.0*STROKS) H.P
mp(I) =IMEP*V~&I (225 .O*STROKS) H.P
FUEL(I)=MF*NE*60.0/(2.0*mp(I» KG!HP.HR
lOBQ(I)=7l6.2*BHP(I)/RPM(I) I<GF.M
'IDBQUE='lDBQ(I)
C 'mE LOAD IS METlILIC ERICrrON }!ND AIR RESISTlNCE SO
EXLOAD(I)~.05 * NE I<GF.M
EXTLOO=EXLOAD(I)
C 'lUffiINE IUiffi
GNW:X=1.30
C ETA'lUR= FRCM 'lUffiINE OlARACl'ERI5'rICS (tUl' CDNSl'lNT)
ETA'lUR=O .4
'lURlWR=E1'A'lUR*GASMIIS*ClJGAS *'IS (I) *
«l-(PA/PS(I) )**( (Gruw:X-l)/Gruw:X» / (736.0) H.P
WRITE (1,425) 1URH'iR
425 FORMAT(lOX,15H'lURBINE RWER: ,FS.3,3HHP)
TMroU'l'='15 (1) * ( (PA/PS (1) ) ** ( (GAM1IEX-l) /GAM1IEX) ) K
WRITE (1,435) TMFOUT
435 FORMAT(10X,22H'lURBINE CXJTRJT TDIP.= ,F6.l,2X,2HK )
C COCLING CALaJIATIONS
ALLHE'l'=FUELI£*CALV-BHP(I) *736-{;ASMIIS*ClJGAS * (TMFOUT-TA) J/SEC
TlW=TAl-lO K
C RCC , ECC IS OXLING <DEFFICIENTS OF RllDIA'IOR JlND EmINE BIDeK ro.J/I<GK
RCC=0.8*NE
ECO=300
T2W( I) ='llWf-ALLHET/ (RCCI- OCC) K
WRITE (1,450) T2W(I)
450 FORMAT(lOX,13IWATER 'lEMP.= ,F6.2)
IF(T2W(I) .GT.350) GO 10 1000
C CLQ3E 'mERMJSTATE M (l)LD CDNDITIONS
T2W(I) =353 K
1000 OJNTINUE
241
C AFl'ER a:xx.ER TEl-IP.
E."l'P£OIFO .5
TlIlU'J.l='ro-El'JI(l)L* (TC-TlW) K
WRITE(I,465) TlIlUT
465 FORMM'(IOX,24HAFl'ER a:xx.ER AlR TEl-IP.= ,F6.2,21lK )
WRITE (1,468)
468 FORMAT(IHO,5HTIME ,4X,4HRPM ,4X,71lB.H.P. ,2X,14I1'lUR;lUE(KGF.M) ,
.IX,20llEXT&lNlIL LOIID(KGF.M) ,2X,18H EUEL(KG/mp.HR) ,
,2X,10H'lUmO RIM )
TRPM(I) =IRITRPM
WRITE(I,472) TIM.RPM(I) ,BHP(I) ,~(I) ,EXLOAD(I) ,roa(I) ,'lRPM(I)
472 FORMM'(F5.2,FI0.2,lX,FS.2,IX,FI0.2,10X,FS.2,10X,FI0.5,10x,F7.1)
C lNTEGRlITIO OF ENGlNE R. P. M-
C UNrI'S OF IDMENr OF lNERTIA IS IG.M.SEC**2/RADIlN
lNER'lI.=2.209
lNER'l'E=O .5368
Z(I)=NE *(2.0*3.14*(INERTEtlNERTL»/60.0
N=1
'lOL=10. **(-4)
TEND=TIMH71'IM
IFAlD=O .
CALL D02BIIF(TIM, TEND, N, Z, 'lOL, DERlV, WSPC, !FAlL)
NE =Z(I)*60.0/(2.0*3.14*(INERTEl+-lNERlL»
WRITE (1,478) NE,TIM
478 roRMM'(IHO,4HNE= ,F6.1,4HRPM ,2X,6H'l'n£= ,F5.2,4HSEC )
IF (IFAIL.HJ.O) GO ID 15
WRITE(I,479) IFAlL
479 FORMM'(IHO, ' ERROR WlSSID IFAIIF ',I2)
15 <DNTlNUE
c wmOOIlIffiER Sffim
WRLOD(I)=3.25El-6 * TRPM(I) KG.M
'lURLD='lURLOD (I)
'1'Ul<rnQ(I)=736.*(WlUWR 1'l'RPN(I)) KG.l:\
WRlQ='lURrnQ (I)
COMPlU(I)=736. * (CSRlWR ITRPM(I)) KG.M
OIPIQ=CDMPlU ( I)
INERT'J.l=3.2El-4
ZT(l) =TRPM(I) * (2.0*3.14*INERTT)/60.0
N'J.l=1
TIM=TIM-DTIM
IFAlL'J.l=O
C CALL 002l'BF (TIM. ZT, GI', !TT, Nl', IFAlLT, H'lO, Iilll', rERIVT,
C , ZOT, ET, PI',QT, RRr, SSl')
CALL 002BAF(TIM. TEND, Nl', ZT, 'lOL, DERlVT, WSPCl', IFAlLT)
TRPM(I)=ZT(1)*60.0/(2.0*3.14*INERTT)
PR'IRPM='lRPM (I)
TIM='ImD
WRITE(I,550) TRPM(I) , TIM
550 FORMM'(IOX,13H'lUmINE RFlT= ,FI0.l,4HRPM ,6HTIMEl= ,F6.2,2X,4HSEC )
IF(IFAILT. HJ.O) GO 'ID 31
. WRITE (1,552) IFAIL
552 FORMM'(lHO, 'ERROR WlSSID IFAn. = ' , 12)
242
552 FQRMM' (llJJ, 'ElUlCR MASSOO lFAIL = ' ,12)
31 <mTINUE
CFEED SlICK (l)NTR£LLER ffiO>RAM

IF(ADll>OI.~.O.) 'ID 222 GO
C AWl\NCE FEEmllCK (l)NTR£LLER
.C mruT mTA TO '!HE FEEmllCK (l)NTR£LLER
IF( I .NE. 1) GO 'lO 11
OAlJlNO-1 000
11 ~TlNUE
IF (BHP(I)-PlWlHB) Ill, 222 , 333
111 <mTINUE
I:lI\DlNO-DAWNC
333 <mTINUE·
C CHECK R.P.M
IF(ABS(PlWlNE}-NE) .LT.10.) GO 'ID 33
lWlJMP=+l-(NEl-NEMIN) /136.0 000
GO 'ID 123
33 <mTINUE
C CHECK RJEL
C MAKE JUMP IF NECESSARY
lWlJMP:lWlJMPtDMJINC
AW<IN=RE.VJMP
GO 'ID 123
222 <mTINUE
AW<IN=AWa:N-DAWNC
123 <mTINUE
IRMIP=BHP(I)
PRWNE?NE
10 <mTINUE
C S'IDRIN; OF '!HE ruTruT RESULTS ~

IF(J.NE.l) GO 'ID 61
00 16 1=1, NPl'
AIRMSl(I)=~(I)
P31(I)=P3(I)
llMEPl (I) =1ll1E1' (I)
SHPl(I)=BHP(I)
TOHQl(I)='lORQ(I)
FUELl(I)=FUEL(I)
T51 (I)='I5 (I)
PSI (1)=1'5 (I)
16 ~TINUE
61 ~TlNUE
AWOOFAWOOft1
7 ~TINUE
C Rm'l'lN3 OF '!HE ruTIUT RESULTS

CALL Cl051N
CALL AXIPLO(0,150.,100.,1,1,10,10,0.,TIfoRUN,NEMIN,NEMIIX, 'TIME(S) ,
&,7,' m:;mE Rl'M' ,10)
CALL GRAPOL(TIME,Rl'M,NPl')
CALL CHliHCL( 9B3RAPIt-l*.)
CALL PICa:.E
243
CALL PICa.E
CALL AXIl'LO(0,150 .,100.,1,1,10,10,0. , TIf.RUN,'lURMlN, 'lURMAX, 'TIME(S)
&',7, ''lUmlNE Rm' ,11)
CALL GRAroL(TIME, 'lRPM, NPr)
CALL ClI1'BCL(900RAm-l*.)
CALL PICa.E
CALL AXIl'LO(0,150 .,100.,1,1,10,10,NEMlN,NEMAX,0 .,0.25,' EN3lNE RPM'
&,10,'AIR ELOi (I<G/SEC) ',17)
CALL GRAroL(RPM,AIRMIIS,NIT)
CALt OIl'BCL(900RAm-1*.)
CALL PENSEL(3,0.4,3) .
CALL GRAroL(RPM,AIruSl ,NPr)
CALL OIl'BOL(900RAm-2*.)
CALL PICa.E
CALL AXIl'LO(0,150 .,100.,1,1,10,10,NEMlN,NEMAX, .0,170.,' EN3lNE RPM'
&,10,' (mBusr~ mES (BIlR' ,20)
CALL GRAroL(RPM,PJ ,NPr)
CALL OIl'BCL(900RAm-1*.)
CALL GRAroL(RPM,PJ1 ,NIT)
CALL OIl'BCL( 900RAm-2*.)
CALL PICa.E
CALL AXIl'LO(0,150 .,100 .,1,1,10,10,NEMlN,NEMAX, 7. ,12.0,' EN3lNE RPM'
&,10,' BMEP (BIlR)' ,10)
CALL GRAroL(RPM,BMEP,NPr)
CALL CllNlOL (9a;RAm-1 * • )
CALL GRAroL(RPM,BMEP1 ,NPl')
Cl\.LL CllNlOL(9IGHAPH-2*.)
CALL PICCLE
CALL AXIl'LO(0,150 .,100.,1,1,10 ,10,NEMlN,NEMAX, 90. ,260.,' EN3lNE RP
&M' ,10,'B.H.P.' ,6)
CALL GRAroL(RPM,BHP,NPr)
CALL CllNlCL(9a;RAm-1*.)
CALL GRAroL(RPM,BHP1 ,NPr)
CALL ClI1'BCL(9a;RAm-2*.)
CALL PICCLE
CALL AXIl'LO(0,150 .,100.,1 ,1,10,10,NEMlN,NEMAX, 70.0,120.,' EN3lNE RP
&M' ,10,' 'lO~UE (KGF. M) , ,14)
CALL GRAroL(RPM,~,NPr)
CALL OIl'BCL( 91J3RAm-1*.)
CALL GRAroL(RPM,'lO~l ,NIT)
244
CALL GRAPOL( RPM, 'lD~1 ,NPr)
CALL OIl\IICL( 91(;RAm-2* • )
CALL PIca.E
CALL AXIH.O(0,150 .,100.,1,1,10,10,NEMlN,NEMAX, .08, .16,' ENGINE RPM'
&,10,'FUEL CON. (RGVIHP.HR) ',20)
CALL GRAPOL( RPM, FUEL, NPr)
CALL OIllHCL( 91(;RAm-1*.)
CALL GRAPOL( RPM, FUELl ,NPr)
CALL OIl\IICL( 91(;RAm-2*.)
CALL PICCLE
CALL AXIH.O(0,150.,100.,1,1,10,10,NEMlN,NEMAX,900.,1400.,'ENGINE R
&PM' ,10,' EXHUsr 'lEMP. (K) , ,15) .
CALL GRAPOL (RPM, '15 ,NPr)
CALL OIllHCL(91(;RAm-1*.)
CALL GRAroL(RPM,'151 ,NPr)
CALL OIl\IICL( 91(;RAm-2*.)
CALL PICCLE
CALL AXIH.O(0,150 .,100.,1,1,10,10,NEMlN,NEMAX,2., 5.0, 'ENGINE RPM'
&,10,'EXHUsr ERESS. (BAR) ',18)
CALL GRAPOL(RPM,PS ,NPr)
CALL OIl\IICL ( 91(;RAm-1* • )
CALL GRAOOL(RPM,PS1 ,NPl')
CALL OIllHCL (91(;RAm-2*.)
CALL PICCLE
CALL AXIH.O(0,150 .,100 .,1,1,10,10,NEMlN,NEMAX, 0 .,500.,' ENGINE RPM'
&,10,'WATER 'IEMP. (K)' ,14)
CALL PF1JSEL(2,O.4,3)
CALL GRAOOL (RPM. 'I2W , NPl')
CALL GlllHCL(9ffiRAm-1 *.)
CALL D1NEND
CALL EXIT
lliD
SUBRalTINE IERIV(ATIM, Z,A)
RFAL*8 A,Z,ATIM
DlMENSlON A(l),Z(l)
mMlm /TE/ ro~UE, EX'lLOD
A(l) =(ro~UEJ- EXTLOD) KGF.M
RE'lUm
END
SUBRaJTINE IERIVT(ATIMl', ZT, AT)
RFAL*8 AT,ZT,ATIMl'
DlMENSlON AT(l) , ZT(l)
mr-mv'lUIV 'lURLD, 'lURlQ, CMPlQ
AT(l) = ('lURIQ-'lURLD-<MPlQ) KGF.M
RE'lUm
END
245
APPENDIX (2)
Specific Heat of the Combustion Products
It is necessary to obtain the specific heat of the combustion products
as function to the amount of diesel fuel burned and linearly dependent
upon the temperature in a simple formula with a reasonable accuracy under
realistic assumptions.
It is easy to find in the texture an accurate data about pure gases
at various temperatures.
Considering there is a complete combustion in the diesel engine, the
chemical equation to describe the reaction is:
CnH2n+2 + 02 + CO 2 + H20
For the diesel engine road vehicle fuel (D.E.R.V. fuel).
The number of carbon atoms in each molecule is (13 and 14), i.e.
the mean molecular weight of the DERV is (180 + 200) gram/mol,while the
molecular weight of the petrol fuel is (110 + 120) gram/mol,which is
mainly. C H •
8 18
It can be noticed that the fuel does not consist of only one hydro-carbon
chain but it contains a small amount of longer and shorter hydrocarbon
chains.
In this case it is reasonably accurate to consider the main
composition of the DERV is C H with molecular weight of 198 gm/mol.

14 30
The main composition of the combustion gas is (02' N , H 0, CO ),
2 2 2
The molecular specific heat given in table (2·1) shows that the specific
heat under constant volume is function not only to the type of gas but to
the temp. of the gas also, so the relation has been linearized in a suitable
form (see graphs a, b, c, d, e ).
CV02 = (l~ )*121.25 + 0.00288 (T-273) 1 J/KG.K
= 664 + 0.07125 (T-273) (1)
246
(TABLE 2.1)
MEAN ~!OLAR HEAT CAPACITY OF GASES J.l~. AT CONSTANT VOLUME

!
!
Air Ox ygen 0. Nitrogen (at· Carbon dioxld", Water vapour Carbon mono-
mospberic) N2 Hydrogen HI
...
COl HIO xlde CO
..'". .. ..
C
•
.:
~
..
too
t;;
"
~
~
.'" .
t;; ~
t;;
.'".
~
~
..'" '"" .
t;; ~
- '""
t;;
too ~
c
'" '" '".!l '" '""
'0
'""
...: "
"0
"0
.!l
.. .!!
. " " "0
-s "
"0
e ...
-6
.!!
0
...s
e
0
--
.!l
0
...
0
...s "0
- ....-...-
0
...
S
-..
"0
"0
...e
.!!
s
.!!
0
-... ...-- - .....

0
.!l
.!l
0
s
-
...- ...e -.."
E 0
~ "" S s
...
t.
""...:::::
... "3...
'" ..."5 ..,...::::: 3
'"
,
u
'"
....-- ::::
3 ..
'4
::::
..3
'4
S
>-
~
::::
u
o• 20.758 4.958 20.959 5.006 20.704 4.945 27.545

!OO 20.838 4.977 6.579 25.184 6.015 20.808 40970 20.302 4084
21. 223 5.069 20.733 4. 952 29.797 7.117 25.426 6.073 20.863
200 20.984 5.012 21.6!6 5.163 20.800 4.968 4.983 20.620 4. 92 5
300 21. 206 31.7H 7.582 25.803 6.163 20.988 5.013 20.758
5.065 22.085 5.275 20.97.2 5.009 33.HO 7.987 26.260 6.272 21. 202 4.95 8
400 21. 414 5.129 22.563 5.389 21.185 5.060 5.064 20.808 4. 9. o
500 21. 780 34.935 8.3H 26.775 6.395 21.414 5.129 20.871
5.202 23.019 5.498 21. 149 5.123 36.258 8.660 27.315 8.52~ 21.7U 4. 98 5
N 600 22.090 5.276 23.H6 5.600 21.729 5.190 5.203 20.934 5.00 o
37.438 8.H2 27.880 6.659 22.110
""
-.I 700 22.408 5.352 23.835 5.693 22.027 5.261 5.281 21.001 5.01 6
800 . ~2.713
900 23.008
1000 23.283
5.425
5.495
5.561
24.187
24.510
24.803
5.777
5.854
22.320
22.609
5.33!
5.400
38.498
39.U8
40.302
9.195
9.422
9.626
28.414 6.801 22.U7
29.077 6.945 22.755
29.693 7.092 23.061
5.359
5.U5
5.508
21.093
21.202
21.332
5.03 8
5.06
5.09 5
,
5.924 22.88! 5.465 41. 077 9.811 30.304 7.238
" 1\ 00 23.547 . 5.624
1200 23.7H
1300 24.028
5.683
25.071
25.318
5.988
6.047
23. HO
23.392
5.527
5.587
41.784
42.425
'9.980'
10.133
"30'. HI '7:T83-H-:-m-
31. 510 7.528 23.877
5.577
5.642"
5.703
21.414
21. 629
21. 792
5.12 9
5.16 6
5.739 25.548 6.102 23.626 5.643 43. 007 10.272 32.092 7.865 H.112 5.20 5
1400 H.250 5.H2 25.761 6.153 23.8\8 5.696 5.759 21.972 5.24 8
1500 24.459 5.842 43.543 10.400 32.661 7.801 24.338 5.813 22.152 5.29 I
25.987 6.202 H.057 5.716 14.033 10.517 33.210 7.932 24.543
1600 24. 852 5.888 26.159 6.H8 24.250 5.7920 5.862 22.33'2 5.33 \
1700 240836 5.932 H.485 10.825 33.741 8.059 24.736 5.908 22.517 5.37 8
26.343 6.292 2 .. \34 5.836 H.903 10.725 34.261 8.183 H.916
1800 25.003 5.972 26.519 6.334 24.602 5.876 5.951 22.697 5.42 I
!900 25.167 6.011 45.289 10.817 H.755 8.301 25.087 5.992 22.877 5.46 4
26.691 6.375 2 .. 765 5.915 45.6H 10.902 35.224 8.413 25.246
2000 25.326 8.049 28.854 6.414 H.9!6 5.95! 8.030 23.057 5.50 7
2100 25.472 6.084 45.975 10.981 35.680 8.522 25.393 6.065 23.233 5.5\ 9
27.013 6.452 25.062 5.986 4~.281 11.054 36.120 8.827 25.5H
2200 25.611 6. 117 27.188 6.489 25.200 6.019 46.566 6.099 23.408 5.59 !
2300 25.145 6.149 11.122 36.538 8.727 25.665 6.130 23.576 5.63 I
27.31g 6.525 25.32& 6.0\9 \6.829 11. 185 36.910 8.823 25.791
2\00 25.870 6.179 27.470 6.561 25. H7 6.078 6.160 23.143 5.67 !
2500 25.992 47. 076 11.2\4 37.330 8.961 25.908 6.188 23.907 5.71 o
6.208 27.6(2 6.5g5 25.560 6.105 47.302 11. 298 37.702 9.005 26.021 6.215 24.070 5.H 9
• At 1-0, the Talu .. at the true heat capacity an: gIven.

Mean molar heat capacity of H0 at constant volume
2
CVH20
(J/mol. deg)
39
37
•
35
•
•
•
33
31
~-=op= 0.005125
/
29 '
/
.
/
•
27
•
•
25
_. __.----_.......
0 200 400 800 1200 1600 2000 2400
Graph - a
248
Mean molar heat capacity of O at constant volume
2
CV02
(J/mol. deg)
28
27
26
•
25
Slop = 0.00288
24
23
/
.'
22
/
/.
/
21
20 >-
o 200 400 800 1200 1600 2000 2400
Graph - b
249
Mean molar heat capacity of N2 at constant volume
CIIN2
(J/mol. deg)
26
25
24
23 Slop 0.00198
22
21 /..
20
o 200 400 800 1200 1600 2000 2400
Graph - c
250
Mean molar heat capacity of CO at constant volume
2 •
CVC02
•
(J!mol. deg)
45
•
43
•
41 •
Slop ~ 0.00515
39
37
35 •
33
31
29
27
o 200 400 800 1200 1600 2000 2400
Graph - d
251
Mean molar heat capacity of AIR at constant volume
CVAIR
(J!mol. deg)
28
27
26
•
•
2$ •
•
•
24
23
Slop 0.6022
22
21
20
o 200 400 800 1200 1600 2000 2400
Graph - e
CVN2 = (1~0 )*120.704 + 0.00198 (T-273) 1 J/KG.K
= 739.4 + 0.07071 (T-273) (2 )
CVC02 = (l~ )*1 35 + 0.00515 (T-273) 1 J/KG.K
= 795 + 0.117(T-273) - - - - - - - - (3)
CVH20 = (1~ )*125.184 + 0.005125 (T-273) 1 J/KG.K
= 1400 + 0.2847 (T-273) - - - - - - - - - (4)
where CV is specific heat at constant volume
02, N2, CO2, H20, combustion gases.
It is important to notice that (T-273) is a shift from degree
Centigrade into degree Kelven.
The masses of individual combustion product in the cylinder can be
obtained from complete combustion equation.
- (5)
198 688 616 270
HEATRL M02B MC02 MH20

(kg) (kg) (kg) (kg)
The mass of oxygen M02B needed to burn a certakQ amount of fuel
(HEATRL) is
(,88
MO~ ~ 198 IIE/\TH!.
so the unburned mass of oxygen in the cylinder is
M02 O. 2 * M1 - 688
198 HEATRL (7 )
where Ml is the total mass of air that was in the cylinder.
Then the mass of nitrogen in the cylinder is
MN2 = 0.8*Ml (8)
Also the mass of carbon dioxide is

616
MC02 = 198 HEATRL (9)
and the mass of water vapour is
MH20 = 270 HEATRL (l0)

198
253
The average specific heat of the gases is (use eq. (7), (8), (9), (10»
Emass*CV
CVGAS = Emass
= (0.2Ml-?~8HEATRL)*CV02+(0.8Ml)CVN2+(~EATRL)*CVH20+(~EATRL)CVC02
688 270 616
(0.2Ml- 198IIEATRL) + 0.8Ml + f98IIEATRL~EATRL
= 0.2Ml+CV02+0.8Ml*CVN2+ ( -72OCV02+27OCVH20+616CVC02)IIEATRL
198
Ml + HEATRL
I
--- call it equation ( 11 )
To reduce the term
0.2Ml*CV02+0.8MlCVN2 = (0.2*CV02+0.8CVN2)Ml
substitute from the value of CV02, CVN2 +
[0.2(664+0.07125(T-273»+0.8(739.4+0.7071(T-273» [Ml =
= (704. 9+0. 0708*T)*Ml

'I
To reduce the other part of the numerator of equation Ql)
-720CV02+27OCVH20+6l6CVC02
=
198
= 3.636CV02 + l.3636CVH20 + 3.111CVC02 =

3.636[664+0.07125{T-273) [+l.3636[l400+0.2847{T-273) [+3.lll[795+
0.117 (T-273) [ =
l833.38+0.4g3l*T ( 13 )
subsl.it.ulc cq. (12), (13), in (11) gives
CVGAS = (704.9+0.0708*T)Ml+(1833.38+0.493l*T)HEATRL (14)

Ml + HEATRL J/KG.K
o
This equation has a reasonable accuracy in the range of (500+2500) C.
For the uses of this equation in the digital computer program, the
amount of fuel (HEATRL) described by the heat release curve can be obtained
practically. i.e.
KMAX
HEATRL = f HEATRL(K)
K=O
where KMAX = combustion period length (deg.).
254
In the Fortran prog:-am this will be as follows:
FUEL=FUEL+HEATRL(K)
It must be remembered that the calculation of the specific heat must
use the final value of combustion temp., i.e. at the end of each step. But
this value is so far unknown to us, so an approximation of this temp. can
be made.
However, themcrease in the temp. in one combustion step is 1%+8% so
an average value 3% can be used.
Conclusion
The specific heat of the gases is function to the composition of the
combustion gases and to the temp. However it is clear that the dependance
upon the temp. can be 1inearised and average specific heat for gas mixture
can be calculated with very satisfactory accuracy.
This equation ignores the mass of residual gases, therefore an error
of 0.5% is surmised when calculating the specific heat at the beginning
of intake stroke.
It is easy to derive a similar equation for an~nflammable material
especially in the case of petrol fuel, but the composition C H1a must be
a
used.
255
APPENDIX ( 3 )
Explanation of the Digital Feedback Controller for Microprocessor
At the end of the digital computer program, Chapter (2), a digital
feedback controller is introduced to be used in microprocessor controller
Fig. ( 1 ). It is explained line by line.
GO TO 123 is to eliminate the function of the controller
and step over.
IF (ADVMCH---) an IF statement used to cause jump if ADVMCH=O and to
continue if it is equal one.
IF(I.NE.l) I is the number of the cycle, so if it is not the
first cycle please step over.
DADVNC is the delta of the advance caused by increasing
or decreasing the injection advance angle (deg. )
IF(ABS(PREVNE---)if the difference between the previous and present
engine speed is less than 10 r.p.m. then jump over
and do not increase the response of the advance
mechanism.
REVJMP = calculation of the advance jump due to rapid increase
in engine speed as function to the present and
idling speeds.
IF(ABS(PREVRK---)if the difference between the previous and present
rack position is less than 5% then jump over and
do not increase the response of the advance
mechanism.
FUWMP= calculation of the advance jump due to sudden
movement in rack position.
ALWMP the summation of all values of jumps due to
speed and rack variation
256
ADVCON= the new value of advance angle equal to the old
value plus the delta advance plus the value of
all jumps.
REVJMP=O.O Resetting the speed jump.
FULJMP=O.O Resetting the rack position jump.
GO TO 123 jump over.
ADVCON=ADVCON-DADVNC causing a disturbance to the advance controller
to cause moving back to the optimum position, i.e. it
is functioning properly.
PREVHP= exchange the previous value of the engine power with
the present value.
PREVNE= exchange the previous value of the engine speed with
the present value.
ADVCON=ADVCON+2 increasing the advance angle by 2 degrees to move
~ slowly and find the optimum advance.
PREVRK exchange the previous value of the rack with
the present value.
End of digital advance controller program.
Rack Engine speed
Advance -----..
0"1 diesel
eng~ne
----- .. 'Engine Torque
digital
~.---- controller
Fig. ( 1
Block diagram of the digital feedback system for the diesel engine.
2')7
APPENDIX (4.1)
DIGITAL COMPUTER PROGRAM TO CALCULATE THE TOTAL TRANSFER FUNCTION
ELEMENT t.. FOR FEEDBACK CONTROL SYSTEM.

~J
.tuLL.
C 'lHIS m£X;RAM CALOlLATE 'lHE 'IDTlL 'rnlNSFER FUocrION ELEMEm' TIJ
INTEGER L(lOO) , MAXL(lOO) , GRCPA(200,25) , GRCEB(200,25)
INTEGER HA(200,25) , HB(200,25) ,GA(200,25) , GB(200,25)
INTmER HA!, IlBI , GAI , GBI
C INlUT mTA 'ID 'lHE mmRAM

C NN IS 'lHE DIl-fNSION OF '!HE 9;lUARED (G) -I-i\TRIX
C T (I,J) IS 'lHE 'lOTl\L 'mlNSFER ruocrroN ELEMEm' EOR INRlT I liNO
C OOTRJT J ,SO '!HE INRlT mTA MJST BE GlVFN IS
NN=3
1=2
J=3
C aNSTl1NT INRlT mTA IS

NLw\x=NN
S1'O=0.0
K=O
NICO
KI=l
IK=l
nllPl
IIlB=l
IGlPl
IGB=l
BAr=l
llBI=l
GAI=l
GBI=l
NNl.=NN-l
Nl=NN
DO 5 lOOL=l, NN
MAXL(HDL) =Nl
Nl=Nl-l
5 CDNTINUE
ICDL=O
ISlOR=O
JS1OR=O
WRrrE(l,lO) I , J
10 FORMII.T(lH , 'CALQJLATION OF 'lHE 'lOTlL mlNSFER ruOCl.'ION ELEMEm'
.T(',n,',' ,n,') , )
WRrrE (1,12)
12 FORMII.T(lH ,10X, 'WHERE T(I,J)=(G(I,J)+EN)/(l+SO) ')
WRrrE(l,lS)
15 FORMII.T(lH ,10X,' EN , SO ARE PS reFINED BELQol ')
WRITE (1,22)
WRrrE(1,22)
WRrrE(1,18)
18 EORMI\.T(lH " EN IS 'lHE ALGEBRAIC SUM OF 'lHE IRa:oCI'S OF ALL 'lHE
• EOLLCWOO MINORS, , )
WRrrE(1,20)
20 FORMII.T(lH ,'EAQI MJLTIILIEDBY+! OR-l PS INDICATED' )
WRrrE(1,22)
22 FORMII.T (lH " ')
25U
25 K=K+l
DO 50 Il=l, NNl.
50 IF(K. EO. L(Il) ) GO 'lO 25
HA(n:tA, HAI) =K
HB (IHB, IlBI) =K
GA(IGA, GAl) =K
GB(IGB,GBI)=K
IF (K. NE. I) GO 'lO 60

IS'lOR=l
HAI=HAI-1
60 Ol'lTINUE
IF(K.NE.J) GO 'lO 70
JSlOR=l
IlBI=IlBI-1
70 <WTINUE
KI=KI+1
HAI=HAI+l
IlBI=IlBI+1
GAl=GAl+l
GBI=GBI+1
IF (KI. LE. NLMPJ{) GO 'lO 25
IF (IS'lOR. NE. 1 ) GO 'lO 85

~ llllr=lllAH
IGlr=IGAl-1
85 Ol'lTlliUE
IK=IK+1
IF (JS'IOR. NE. 1) GO 'lO 88

lllB=IHB+l
IGB=IGB+1
88 <DNTrnUE
HAI=l
IlBI=l
GAl=l
GBI=l
KI=l
K=O
IS'lOR=O
JSlOR=O
IF(NP.IQ.O) GO 'lO 90
IF(L(I(l)L) .NE.W\XL(I(l)L» GO 'lO 100
GO 'lO 95
25 C)
GO 'ID 95
90 OJNTINUE
NIbl
95 OJNTINUE
1OOL= 1OJItl-l
100 OJNTINUE
L(1COL)=L(1COL)+1
IF(L(ICOL) .NE.l) GO 'ID 140
LMI\X=NLIWH
nIw.x=nIh-l
DO 110 00=1, nIMlIX
DO 120 1X2=l, nIMlIX
RClV=0
OJLffi=O
DO 122 IR=1, NLMI\X

RClV=RCW+l
IF(GA(1Xl,m) .IQ. I) GO 'ID 124
122 <DNTINUE
124 IX) 126 10=1, NLMI\X

OOLffi=OOLm+-l
IF(GB(1X2,1C) .IQ.J) GO 'ID 128
126 OJNTINUE
128 ISIGN=RCW+<DLmtNLMI'.X-l
RClV=0
OJLffi=O
WRl'l'E(1,22)
WRl'l'E(1,22)
IF(MOD(ISIGN,2).NE.0) GO 'ID 133
WRl'l'E (1,13 0)
130 FORMI\T(lH " IVLTIILIED BY +1 ')
GO 'ID 131
133 WRl'l'E(1,132)
132 FORMI\T(lH " IVLTIILIED BY -1 ')
131 OJNTINUE
ClILL rG'!MlI.T(IXl,IX2,NLMAX, LMI'.X, GA, GB, HA, HE)
120 OJNTINUE
110 OJNTINUE
IF(IQ)L.B;2.NN) GO 'ID 200
NLw.x=NLMI'.X-l
IF(R.MI'.X. B;2.1) GO 'ID 200
IK=l
nIlFl
nIB=1
260
lllB=1
IGh=1
IGB=1
140 <XlNTINUE
IF(L(I<DL) .GT.MAXL(I<DL» GO ID 95
ISO <XlNTINUE
IF (I<DL. EQ.l) GO 'ID 25

IOIJ):I<DL
IQ)L=IQ)Ir-l
L(IQ)L} =L(IOLD) +1
GO ID 150
200 <XlNTINUE
WRITE(1,22)
WRITE(I,22)
WRITE (1,205)
205 FORMI\T(lH " SO IS 'lHE ALGEBRAIC SUM OF ALL 'lHE FtlLr.cwOO MlNORS
•mowCl'S' )
NLWIX=NN
K=O
NP=O
KI=1
IK=1
NNl.=NN-l
IQ)L=O
00 210 10=1 , NN
L(IO) =0
2J.O <XlNTINUE
225 K=K+l
00 250 Il=I, NNl.

250 IF(K. EQ. L(Il» GO ID 225
GROPA (IK, KI) =K

GROm(IK,KI)=K
KI=KI+l
IF(KI.LE.NLMAX) GO 'ID 225
IK=IK+l
KI=1
K=O
IF(NP.EQ.O) GO ID 290
IF(L(I<DL) • NE. MAXL (IQ)L) ) GO 'ID 300
GO ID 295
290 <XlNTINUE
NP=1
295 <XlNTINUE
261
295 <DNTINUE
1Q)I;= IQ)Itt1
300 <DNTINUE
L(IODL) =L(IQ)L) +1
IF(L(IQ)L) .NE.l) GO 'ID 340
IKMAX=IK-l
00 310 IXl=I, 1KMAX
00 320 IX2=I,IKMAX
WRITE(I,22)
WRITE(I,22)
IF (IDD(N:.MAX,2) .NE.O) GO 'ID 333
WRITE (1,330)
330 FORMI\T(lH " MJLTIEt.1FD BY +1 ')
GO 'ID 331
333 WRITE(I,332)
332 FORMI\T(lH ,'MlLTIEt.1ED BY -1 ')
331 <X>NTlNUE
CALL !l;'lMAT(IXl,IX2,NLMAX,NLMAX,GROPA,GROm,GROPA,GRaB)
320 <X>NTlNUE
310 <X>NTlNUE
IF(IODL.B;l.NN) GO 'ID 400
NLf.1lIX=NLf.1lIX-l
1K=1 ~
340 <X>NTlliUE
IF(L(IOOL) .GT. MlIXL(IOOL» GO 'ID 295
350 CONTlNUE
IF(IOOL.B;l.1) GO 'ID 225

IOLD=IOOL
I<XlL= IOOIr-1
L(1OOL) =L(IOLD) +1
GO 'ID 350
400 SIDP
END
SUBRaJTlNE !l;'lMAT(IXl, IX2,NLMAX, LMAX,GA,GB, HA, HB)
INTEGER GBO~(200,25) , GRaB(200,25),HA(200,25),HB(200,25)

INTEGER GA(200,25) , GB(200,25)
INTEGER TITLE (2)
DATA TlTLF/'G' ,'H'/
WRITE(I,510)
262
WRlTE(1,510)
510 FORMM' (lH ,5X, 'IE'l.ERMlNlflT OF ')
00 525 IYl=l, NLMAX

WRITE(1,530) (TITLE(l) ,GA(IXl,IYl) ,GB(IX2,IY2) ,IY2=l,NLMAX)
525 <DNTINUE
WRITE (1,528)
WRITE (1,529)
529 FORMM' (lH ,5X, 'MJLTIPLIED BY lliE IE'lliRMlNl\NT OF ')
528 FORMAT (lH " ')
00 540 IYl=l , LMAX
WRITE (1,535) (TITLE(2), (HB(IX2,IYl) ,HA(IXl,IY2» ,IY2=1,LMAX)
540 (l)NTINUE
530 FORMAT(lH ,5X,25(2X,Al,n,'.' ,n»

535 FORMM'(lH ,5X, 25(2X,Al,n,'.' ,n»
RmUm
END
BOTlOM
26)
APPENDIX (4.2)
DIGITAL COMPUTER PROGRAM TO CALCULATE THE TOTAL TRANSFER FUNCTION

ELEMENT t WHEN A FORWARD COMPENSATION MATRIX (F) IS USED .
ij
•tVLL.
C "nIIS PRCX;RAM CALOJIATE 'lllE 'IOTAL 'l'RJN SFER FUNCl'ION ELEMENT TLJ
C WHEN A FOlWARD OOMIENSATION MI'.'IRIX F IS USID
INTEGER L(lOO) , ~(100) , GROPA(200,25) , GROPB(200,25)
INTEGER HA(200,25) , aB(200,25) ,GA(200,25) , GB(200,25)
INTEGER HA!, IDI , GAl , GBI
C INIUT mTA '.ID 'lllE PRCX;RAM

C NN IS 'lllE DI~SION OF 'llIE SJUARFD (G) -MI\T.RIX
C T (I,J) IS 'llIE 'lOTN. 'lRlNSFER FUNCl'ION ELEMENT FOR mIUT I AND
C OOTlUT J ,00 'lllE mIUT mTA MJST BE GIVEN IS
NN=3
1=2
J=3
C aNSTANT mRJT mTA IS

NLMI\X=NN
S1'O=0.0
K=O
NP=O
KI=l
IK=l
llIiPl
llIB=l
!GiPl
IGB=1
HAI=l
IEI=l
GAl=l
GBI=l
NNJ.=NN-l
Nl.=NN
IX) 5 lOOL=l, NN
~(IQ)L)=Nl.
Nl.=Nl.-l
5 aNTINUE
IQ)L=O
IS'IOR=O
JS'lOR=O
WRXTE(l,lO) I , J
10 FORMI\T(lH " oo.aJLlITICN OF 'llIE 'IOTN. 'lRlNSFER FUN::l'ION ELEMENT
.T(',n,',',ll,') , )
WRXTE(1,12)
12 FORMI\T(lH ,1OX, 'WHERE T(I,J)=(FG(I,J)+EN)/(l+SO) ')
WRXTE(1,15)
15 FORMI\T(lH ,10X,' EN , SO ARE PS IEFINFD BELQV' ')
WRXTE(1,22)
WRXTE(1,22)
WRITE (1,18)
18 FORMI\T(lH , 'o!:N IS 'lllE ALGEBRAIC SUM OF 'llIE PRWJcrs OF ALL 'lllE
• FOLL(Wm:; MINORS, , )
WRITE (1,20)
20 FORMI\T(lH " FAOI MJLTIlLIED BY +l OR -1 PS mDIOI.TFD ' )
WRITE (1,22)
22 FORMI\T(lH " ')
264
22 FORWl.T(lH " ')
25 K=K+l
00 50 Il=l, NNl.
50 IF(K. EO. L(Il» GO 'ID 25
HA(IHA, HAI) =K
HB(IHB,lBI)=K
GA(IGA,GAl) =K
GB (1GB, Gn) =K
IF(K.NE.I) GO 'ID 60
IS'IDR=l
HAI=HAI-l
60 ro:JTlNUE
IF(K.NE.J) GO 'ID 70
JS'IOR=l
HB I=HB I-I
70 ro:JTlNUE
KI=KI+l
HAI=HAI+l
HBI=IBI+l
GAl=GAl+l
GBI=GBI+l
IF(KI.LE.NLMAX) GO 'ID 25
IF(IS'IDR.NE.l) GO 'ID 85
IHA=IHMl
IGA=IGMl
85 al'ITlNUE
IK=IK+l
IF (JS'IOR. NE. 1) GO 'ID 88

IHB=IHB+l
IGB=IGB+l
88 al'ITINUE
HAI=l
HBI=l
GAl=l
GBI=l
KI=l
K=O
IS'IDR=O
JS'IOR=O
IF (NP. B;l. 0) GO 'ID 90
IF(L(IO)L) .NE.MAXL(Io)L» GO 'ID 100
GO 'ID 95
265
GO 'ID 95
90 <nmNUE
. NIGl
95 <mTINUE
IOOL= I<DIJI-l
100 <XX'ITINUE
L(IOOL)=L(IOOL)+1
IF(L(IOOL) .NE.l) GO ID 140
UI!\X=NLM1\X-l
mM1\X=IHl'r-l
00 110 !Xl=1, mMAX
00 120 IX2=1, mMAX
RCW=O.
())IJ.N=O
00 122 IR=1, NLMI\X
RCW=0Cl#1
IF(GA(IXI,m) .IQ.I) GO 'ID 124
122 cmTINUE
~- 124 00 126 .IC=l , NLMI\X

<DLm=<DLM*1
IF(GB(IX2,IC) .IQ.J) .. GO ID 128
126 <XX'ITINUE
128 ISIGN=rooft<DLmtNLM1\X-l
RCW=O
<DLIN=O
WRITE(1,22)
WRITE (1,22)
IF(IDD(ISIGN,2) • NE. 0) GO 'ID 133
WRITE(1,130)
130 FORMII.T(1H , I f.1JLTIILIED BY +l ')
GO 'ID 131
133 WRITE(1,132)
132 FORMII.T(1H " MlLTIILIED BY -1 ')
131 <DNTINUE
CALL [G'lMAT(IXl, IX2 ,NLM1\X, LMAX, GA, GB, HA, ID)
120 <mTINUE
110 <XX'ITINUE
IF(IOOL.IQ.NN) GO ID 200
NLM1\X=NLM/\lH
IF(R.M1\X.IQ.l) GO ID 200
!K=1
mA=l
IHB=rl
IGA=l
2GG
lGlf=1
lGB=1
140 OJNTINUE·
IF(L(ICOL).GT.MAXL(ICOL» GO ~ 95
150 OJNTINUE
IF(ICOL.EQ.l) GO ~ 25
IOLD=ICOL
I<DL=I<DIt-l
L(ICOL) =L(IOLD) +1
GO,~ 150
-
200 OJNTINUE
WRlTE(I,22)
WRlTE(I,22)
WRlTE(I,205)
205. FORMAT(lH " SO IS mE ALGIDRAIC SUM OF ALL mE FOLILWOO MlNORS
.1ROWCl'S')
NLM!\X=NN
K=O
NP=O
KI=1
IK=1
NNI.=NN-l
I<DL=O
00 210 10=1 , NN
L(IO)=O
210 OJNTINUE
225 K=K+l
00 250 11=1 , NN[

250 IF(Ii. EO. L(ll) ) GO 'ID 225
GROPA(1K, KI) =K
GROIB(1K, KI) =K
K1=KI+1
1F(K1. LE. NLM!\X) GO 'ID 225
IK=IK+l
KI=1
K=O
IF(NP.EQ.O) GO ~ 290
IF(L(1COL).NE.~(IOOL» GO ~ 300
GO ~ 295
290 OJNTINUE
NP-l
295 OJNTINUE
1OOL= room-I
300 OJNTINUE
267
300 CWTlNUE
L(ICOL)=L(ICOL)+1
IF(L(ICOL).NE.1) GO m 340
II<MAX=IK-1
DO 310 !Xl=1, II<MAX
DO 320· IX2=1, IKMAX
WRlTE(1,22)
WRITE (1,22)
IF(/oOD(lUlAX.2) .NE.O) GO 'ID 333
WRITE (1,330)
330 FORM1\T(1H·,' KJLTIRoIED BY +1 ')
GO m 331 -
333 WRITE(1,332)
332 FORM1\T(lH.,' KJLTIRoIED BY -1 ')
331 CWTlNUE
CALL OO'rn1'.T(IXl., IX2,NLMAX, ~WIX, GROPA, GROm, GROPA, GRCE3)
320 CWTlNUE
310 CWTlNUE
IF(ICOL.EQ.NN) GO m 400
. NLMI\X=Nr.MI\X-1
IK=l
340 <XlNTINUE
IF(L(ICOL).GT.MAXL(IooL» GO m 295
350 OONTlNUE
1F(1ooL. EQ.I) GO m 225

IOLD=ICOL
lCOL=ICOIr I
L(1ooL) =L(IOLD)+l
GO m 350
400 SJDP
END
SUBROJTINE OO'lliAT(IXl.,IX2,NLWIX,I&X,GA,GB,HA,IB)
INTBGER GRO~(200,25) , GROBB(200,25),HA(200,25),IB(200,25)

INTBGER GA(200,25) , GB(200,25)
INTBGER*4 TlTLE(2)
DATA TlTLEV' Et;' " H' /
WRITE (1,510)
510 FORM1\T(lH ,5X, 'lE'lERMINllNT OF ')
DO 525 IT1=l, NLMI\X
268
IX) 525 m=l, NLMAX
WRlTE(1,530) (TITLE(l) ,GA(IXl.,m) ,GB(IX2,IY2) ,IY2=l,tLMAX)
525 <mTINUE - .
WRlTE(1,528)
WRlTE(1,529)
529 FORW.T(lH ,5X, 'MJLTIH.IED BY WE IE'IERMlNllNT OF ')
528 FORMAT(lH " ')
DO 540 m=l , uwt
WRlTE(1,535) (TITLE(2), (1B(IX2,m) ,HA(IXl.,IY2)) , IY2=1,UWC)
540 <mTINUE
530 FORMAT(lH ,5X,25(2X,A2,ll,' .' ,ll))

535 FORfll1\T(lH ,5X, 25 (2X,Al.,ll,, .' ,ll))
RE'lURl-
END
BarroM
269
APPENDIX (5.)
I - A typical Example for using loops theory to demonstrate the pole and
zero assignment for compensated control system.
Consider the 2 input/output system with the following (G) transfer
function matrix.
1
2
s+l
(G)= _1_
(I-I)
[ 3
s+2
s + 4
where det. (G) = (s+l) (s+2) (I-2)
and the signal flow graph is, in fig. (I-I)
~ Xl ______~~____~~l
____~~______~ Y1
x
2
~~----~~----~--~~------~Y2
g22
Fig. (I. 1)
It is desired to move the poles to (5+3) & (5+4) by applying the forward
and feedback matrices (F) and (H) where
and (I-3)
and f , h are constant real numbers.

ij ji
The signal flow graph bec;,ome5:
27u
FIG. (1.2)
It is necessary to calculate the total transfer function matrix (T)
and then calculate the forward and feed back matrices (F) and (H) needed to
shift the poles placing the zeros in suitable positions.
In the first step it is necessary to specify the required total transfer

function matrix with the new poles and zeros.
The required total transfer function matrix is

3
5+3
( T)=
2
S+4 :1
where ttle steady state values (at 5=0) should be kept unchanged if possible,
unless specified otherwise.
From the loop theory, it is observed that every element in the total
transfer function matrix has all the poles of the system (because they have
a common denominator), therefore the matrix (T) must be presented in the

modified form
3(s+4) 2 (s+3) (s+4)

(s+3) (s+4) (s+3) (s+4)
( T)=
2 (s+3)
(1-4)
3 (s+3) (s+4)
(s+3) (s+4) (s+3) (s+4)
Illustrating the rules made in Chapter (5.5) in this example, thus:
271
when relocatin9 two poles in 9
11 and 9 21 , only two feedback elements
are needed h11 and h , Le.
12
h12
(H)=
[:11 (1-5)
0 J
Also we need at least two forward compensation elements, i.e.
Therefore (FG) = (F) (G) =
= [:u :,,] [':' :J s+2

=
fll
s+l 2f11 1
(FG) =
(1-6)
f22
S+2 3f22 J
[11 [22 (5+4)

det (FG) = ( 1-7)
(5+1) (s+2)
Using the program output ta~e(I-l) to calculate t u where

([g) 11 - SN
(1-8)
1 + SD
The denominator term SO is
substitute from (1-5), (1-6) and (1-7)
fll f22
so = 0- - h
s+l 11
--h
s+2 12
the numerator term SN is
272
COMPUTER PROGRAM OUTPUT TABLE (I-I)
CAU:ULATIaf OF THE 'l6TAr.. mANSrnR roNCl'ION EI.EMENI' T(l,l)

WHERE T(I,J) =(FG(I,J) +SN)/(l+SD) .
SN , SO ARE M DEFINED BEUW
SN IS 'mE AIGEBRAIC SUM OF THE ffiCIXJcrS OF ALL 'lHE FOLUl'Ilm MlNOOS,

EI\OI KlLTIPLmD BY +1 OR -1 M INDICATED
MULTIPLmD BY· -1
DE'.lERMIw\NT OF
FGl.l FGl~2
FG2.l FG2.2
KlLTIPLmD BY '!HE DETERMINANT OF

H2.2
SOIS~AIGEBRAIC~SUM OF ALL 'lHE FCLI£lollm MlNORS ffiCIXJcrS
-
mLTIPLmD BY +1
D~·OF
-FGl.l FGl.2
FG2.l FG2.2
KlLTIPLmD BY '!lIE DETERMINANT OF

Hl.l Hl.2
H2.l H2.2
KlLTIPLmD BY -1
DETERMINANT OF
FG2.2
KlLTIPLmD BY THE DETERMINANT OF

H2.2
MULTIPLmD BY -1
DE'reRMINANT OF
FG2.l

Hl.2
MULTIPLIED BY -1
DE'reRMINANT OF
FGl.2

H2.l
273
112.1
MULTIPLmO BY -1
DE'lERMIW\NT OF
FG1.1
KJLTIPLmo BY 'mE DETERMlNANT OF

HI.1 -
274
=
f22
--h
s+2 12
fU (s+2)
= (1-9)
In a similar way t12 can be obtained.
(fg)12 (s+l) (s+2) + h 12 (s+4)

t12 =
same denominator
2fU (s+1) (s+2) + h12 (s+4)
=
1 + SO
2
2f ·S + (6f + h )S+(4f + 4h )
.= ll 11 12 11 12
t12 (1-10)
1 + SO
Also
f (s+1)
22
= (I-U)
1+S0
2
3f
22
S + (9f
22
- hll)S+ (6f
n - 4hU)
1 + SO
(1-12) .,."
comparing (1-9). (1-10). (1-11) and (1-12) with matrix (1-4)
from tll wc qet from the denomina.tor
7 (1-13)
12 (1-14)
and from the numerator
= 12 (1-15)
= 3 (1-16)
from t12 equation (1-12) we get
(1-17)
275
6fU + h12 = 14 (1-18)
4fU + 4h12 = 24 (1-19)
from t21 we get
f22 = 2 (1-20)
f22 = 6
(1-21)
from t22 we get
3f
22 = 3 (1-22)
9f - hU = 21
22 (1-23)
6f 22 - 4hU = 36 (1-24)
It seems difficult in this situation to achieve the accurate poles and
zeros, unless the f ij is a polynomial of (5). However, we are going to
achieve the required poles and keeping a suitable value for the zeros in
the LHS of the S-plane.
From tll the equations (1-13) and (1-14) cannot be altered, but it
can be deduced from (I-IS) (1-16) and (1-17) that the value for fll
is in the range (1, 3, 6), therefore a suitable value is chosen to be
3 (1-25)
Also from equations (1-20), (1-21), (1-22) the range for the values of
f22 is (1, 2, 6) so it is chosen
(1-26)
Substitute in (1-13) and 1-14) and solve together to get the value
of h
ji
3 - 3h - 2h12 = 7
U
2 - 6h
U - 2h12 = 12
i.e. hU = 3" 4
and h12 = -1 (I-27)
27G
Substitute in (1-9) to obtain tll
3 (5+2)
= (1-28)
(5+3) (5+4)
Substitute in (1-12) to obtain t12
6(5+0.5967) (5+2.2367)
= (1-29)
(5+3) (5+4)
Substitute in (1-13) to obtain t21
2(5+1)
= (1-30)
(5+3) (5+4)
Finally, substitute in (1-14) to obtain t22
6 (5+1. 611+0. 5389i) (5+1. 611-0 . .5389i)

= (1-31)
(5+3) (5+4)
From (1-28), (1-29), (1-30), (1-31) the total transfer function matrix
is
3(5+2) 6 (5+0. 5967) (5+2.2367)

(5+3) (5+4) (5+3) (5+4)
(T)= (1-12)
2(5+1) 6 (5+1. 611+0. 5389il (5+1. 611-0. 5389il

(s+3) (s+4) (5+3) (s+4)
It is clear that six new poles originated due to forward and feedback
--=--':::'=::."::=-
compensation.
277
II. Use of forward compensation matrix to eliminate cross coupling effects.
Consider the transfer function matrix(G)
~
(G)=
S!ll (II-l)
s+2 :1
Let us use the (F) matrix to obtain diagonal dominance in the (G) matrix
at the steady state, where f is a constant real number.

ij
The matrix (G) at the steady state is:
(II-2)
and (FG) = (F) (G:(m» =
r fll
1 2
l,,, 0.5 3
=
It can be seen that~e elimination of cross coupling requires
i.e. fll = -1.5 f12 (II-3)
and
f21 + 0.5 f22 = 0 i.e. f22 = -2 f21 (II-4)
Also diagonal domi"nahce condi tion in this case is
fll + 0.5 f12 > 0 substitute for fll from (11-3)
- 1.5 f12 + 0.5 f12 > 0 i.e. f12 < 0
Let us consider f12 = -1 (II-5)
Also
. 2f21 + 3f 22 > 0 substitute for f22 from (II-4)
2~21 + 3(-2f21 ) > 0 i.e. f21 < 0

Let us consider f21 = -1 (rr-G)
Substitute in (II-3) and (II-4) we can obtain
= 1.5 (rr-7)
fn
[,.,
=2 (rr-8)
f12
i:e. (F) =
-1
-:]
Then the forward compensated (G) matrix becomes:
(FG) = (F) (G)
0.5 (S+4)
0
(s+1) (s+2)
(FG) = (rr-9)
S
4
(s+1) (s+2)
279
III Example on feedback design.
Given the system T.F.M.
(G)=
S!l S!3j
[--
2
s+l --
3
s+3
1
where det.(G) =(s+1) (s+3)
Find hll to shift the pole (s+l) + (s+2)
where
( H)=
[0
hll
:]
First step it is necessary to specify the matrix (T)
3 (s+3) s+3
(s+3) 2 (s+3) 2
(T)= (Ill.l)
§ (s+3) 3 (s+3)
(s+3) 2 (s+3) 2
Then the (T) matrix must be calculated according to the loop theory
(see computer output table (Ill. 2».

1
=
s+1
=
1
tll =
(s+1) S + a S + a
l 2
But the specified tll is
3 (s+3) 3
tll = =
(s+3) 2 S+3
1 3
(l+a ) S + (l+a ) - s+3
l 2
280
COMPUTER PROGRAM OUTPUT TABLE (III.2)
CALCllLATICN OF '!HE 'IQTA(, TRl\NSFER roNCrION ELEMENT T(l,l)

WHERE T(I,J)=(G(I,J)+SN)/(l+SD)
SN , SO ARE PS DEFINED BElLW.
SN IS '!HE AlGEBRAIC SUM OF '!HE ffi<llJCl'S OF ALL '!HE roLImm:; MINORS,

ElIQ{ mLTIPLIED BY +1 OR -1 Nj INDICATED
MULTIPLIED BY -1
DE'lERMINl\NT OF
G1.1 Gl.2
G2.1 G2.2
mLTIPLIED BY TIlE DETERMINANT OF
H2.2
SO IS '!HE AlGEBRAIC SUM OF ALL 'lEE FCLIffim:; MINORS ffi<llJCl'S
MULTIPLIED BY +1
DE'mRMINlINT OF
G1.1 Gl.2
G2.1 G2.2
MULTIPLIED BY TIlE DETERMINANT OF
H1.1 Hl.2
H2.1 H2.2
mLTIPLIED BY -1
DE'mRMINlINT OF
G2.2
mLTIPLIED BY '!HE IETERMINlINT OF
H2.2
MULTIPLIED BY -1
DE'mRMINlINT OF
G2.1
mLTIPLIED BY TIlE IETERMINANT OF
H1.2
MULTIPLIED BY -1
DE'mRMINlINT OF
G1.2
mLTIPLIED BY THE DETERMINANT OF
H2.1
281
H2.1
MULTIPLmD BY -1
DE'JERMINlINT OF
Gl.l
MJLTIPLmD BY THE DETERMlNANT OF

Hl.l
**** S'lOP
282
2
"3 and "2 = 0
2 (III-3)
then \ 1 - - S
3
check tll
1 3 (III-4)
=
Calculate t12 using loop theory.
1
= s+3 3 (s+1) (III-5)
= =
1 2
1 + - ( - - S) (s+3) 2
s+l 3
Similarly t21 is
2
s+l 6
= = -(s+3)
- - (III-6)
1 +
Finally t22 is
1
3
g22 - hll det. IGI ~ s( )
sf3 + 3 (s+1) (s+3)
=
1 + gllh 2
ll "3 s
1 ---
s+l
11 s + 9 (III-7)
2
(s+3)
Equations (II!. 4) ,(UI ,5), (III ,6) ,(In, 7) give the total transfer
function matrix.
3 s (s+l)
s+3 2
(s+3)
(T) =
6 11s + 9
s+3 2
(s+3)
2uJ

Modelling and Control of Diesel Engine Modelling and Control of Diesel Engine

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Modelling and Control of Diesel Engine Modelling and Control of Diesel Engine

Uploaded by

Copyright:

Available Formats

This item was submitted to Loughborough's Research Repository by the author.

Modelling and control of diesel engine

For the full text of this licence, please go to:

-- -------- ----~ !.~-~ ~-1_---1f-.!~---8____________ _

Submitted in partial fulfilment of the requirements

for the award of the degree of Doctor of Philosophy

Supervisor: Mr. W. Forsythe, M.Sc.

Department of Electronic and Electrical Engineering

©by M.A. Eissa 1984

D~ital computer-model of the diesel engine 6

2.2 The digital computer program 18

2.2.1 The variables used in the program 18

2.2.2 Engine specifications, data and initial 19

2.2.3 Fuel and air calculations 22

2.2.4 Optimum advance for certain engine speed 23

2.2.4.1 Beginning of the cycle calculations 25

2.2.4.2 Compressor power 28

2.2.4.3 Modelling of injection advance- pump 30

2.2.4.4 Calculation of intake stroke 34

2.2.4.5 Calculation of compression stroke 39

2.2.4.5.1 Condition of next step without coml5ustion 40

2.2.4.5.2 Injection conditions 41

2.2.4.5.3 COmOustion under constant volume 42

2.2.4.5.4 Work done in compression stroke 46

2.2.4.5.5 How to detect max. combustion pressure 46

2.2.4.6 Calculation of expansion stroke 48

2.2.4.6.1 Condition of next step without combustion 49

2.2.4.6.2 Combustion under constant pressure 49

2.2.4.6.3 Work done in expansion stroke 52

2.2.4.6.4 How to detect max. combustion pressure 52

2.2.4.6.5 Exhaust valve opening 52

2.2.4.7 Calculation of exhaust stroke 54

2.2.4.8 Work done per cycle 57

2.2.4.9 How to clear the arrays to be used again 58

2.2.4.10 Exhaust parameters (before turbine 1 59

2.2.4.11 Calculation of engine output performance 59

2.2.4.12 Turbine power 60

2.2.4.13 Cooling calculations 61

2.2.4.14 Storing of the output to be used in 63

2.2.5 Plotting of the output results 67

2.3.1 The variable input parameters in the program 73

2.3.2 The constant input parameters in the program 73

2.3.,3 The output quantity 73

2.3.4 The quantities computed at the end of 73

2.3.5 Description of the computer run 74

2.3.6 Comments on the results displayed in Table 1 74

2.3.7 Comments on the graphs 76

Verification of the diesel engine model 84

3.2 Experimental optimum injection advance 84

3.2.1 Discussion of the experiment 84

3.2.2' Comments and conclusion 94

3.3 Variable input air temp. experiment 95

3.3.1 Discussion of the experiment 95

3.3.2 Comments and conclusion 95

Linearization of the digital computer model of the

4.1 Introduction 101

4.2 Assumption mode 101

4.3 The error generated by using a constant specific heat 103

4.3.1 Discussion of the experiment 103

4.3.2 Conclusion and comments 103

4.4 The linearization of the heat release function 111

4.4.1 Discussion of the experiment 111

4.4.2 Comments and conclusions 114