University of Mosul

College Of Engineering
Department of Mechanical Engineering

Cyclic Variation
Intake and Exhaust
Process
Effect Of EGR
By Dr. Abidulrahman Al-Habbo

April 2020
abidhabbo20@uomosul.edu.iq
 Three factors have been found to influence
cycle –to-cycle variation

1- the variation in gas motion in the cylinder during

combustion, cycle by cycle

2-the variation in the amounts of fuel , air and recycled

exhaust gas supplied to a given cylinder each cycle

3- variation in mixture composition within the cylinder

each cycle-especially near the spark plug
Cycle –by –cycle variation in the
combustion process are important
for two reasons:
1-

2-
John Heywood p 413
Combustion duration to be minimum
Reduce knock
Increase heat release which leads to high efficency
Reduse the formation of NOx
To enable a study of the importance of different parameters to the
combustion rate, there is, however, a need for a measure of
combustion rate. This measure should be sensitive to combustion
fluctuations only and have the ability to differentiate between
local and global effects. It should be easily obtained from a
working engine with a simple measurement technique without
interfering with the combustion or other engine operating
parameters. At present there exists no simple measurement
technique that can give the rate of heat release during the entire
flame propagation event with acceptable accuracy. The present
options are:
1. Use of the cylinder pressure in a heat release code.
2. Detecting the arrival time of flame at discrete positions with ion
probes or optical probes
3. Detecting the flame passage over a thin line of light.
4. Flame photography by using some optical technique.
 The heat released for a lean
operating condition. The early
part of the event is enlarged in
the lower figure.

- 30 bTDC
advance
combustion
 The laminar flame speed has been found to
respond to:
• Fuel/air-ratio, lambda
• Inert gas concentration which can be
residual gases, exhaust gas recycled (EGR),
water vapor or any other gas without oxygen
or fuel.
• Temperature
• Pressure
• Stress
 Combustion time
Reduce the
combustion time
 Intake and Exhaust
Flow
In this lecture, we may examine the airflow into and out of
the intake and exhaust systems in internal combustion
engines. We will use compressible fluid mechanics to
develop relationships between engine speed, mass flow
rate, and valve geometry. A fundamental limiting factor
affecting the performance of internal combustion engines is
the onset of choked flow that occurs at high engine speeds.
Since choked flow results from intake and exhaust valve
flow area restrictions, most present-day engines have
multiple intake and exhaust valves to minimize flow
restrictions.
 Valve Flow and Discharge Coefficients
The most significant air flow restriction in an internal
combustion engine is the flow through the intake and exhaust
valves. Typically the minimum cross-sectional area in the intak
eand exhaust system occurs at the valve, as shown in Figures
5.1 and 5.2. In accounting for the pressure drop across the
intake and exhaust valves considerable success has been
realized by modeling the gas flow through the valves as one-
dimensional quasi-steady compressible flow. In this section,
we obtain relationships for the mass flow rate through valves
as a function of the intake and exhaust pressure ratio.
The velocity 𝑈 in the intake and exhaust
manifolds can be non dimensionalized by the
speed of sound 𝑐 to form the Mach number
𝑀 = 𝑈∕𝑐, and conditions at various locations
in the manifolds can be related to stagnation
conditions where the Mach number 𝑀 = 0.
For steady adiabatic flow, the energy
equation is
 and for a gas with constant specific heats

For isentropic flow, the pressure and density are functions of the Mach
number:
The pressure and density at the valve are related to the
upstream stagnation pressure and density by the
isentropic relation
 Valve Flow and Discharge Coefficients

The most significant air flow restriction in an

internal combustion engine is the flow through the
intake and exhaust valves. Typically the minimum
cross-sectional area in the intake and exhaust
system occurs at the valve, as shown in Figures
The velocity 𝑈 in the intake and exhaust manifolds can be non
dimensionalized by the speed of sound 𝑐 to form the Mach number 𝑀
= 𝑈∕𝑐, and conditions at various locations in the manifolds can be
related to stagnation conditions where the Mach number 𝑀 = 0. For
steady adiabatic flow, the energy equation is
The pressure and density at the valve are related to the upstream
stagnation pressure and density by the isentropic relation
The velocity 𝑈is is the reference isentropic velocity, and 𝜌
v is the fluid density at the valve. The isentropic velocity
𝑈is depends on the pressure ratio and is
calculated from the isentropic relation for flow in a
converging nozzle:
 Upon substitution of Equations 5.5, 5.6, 5.7, and 5.9 into Equation
5.8, we obtain the desired relationship:

Forintakeflowintothecylinder,thestagnationconditionsr
efertoconditionsupstream of the valve in the in take
port. For exhaust flow out of the cylinder ,the
stagnation conditions refer to conditions in the
cylinder. Choked flow occur sat avalve throat if the
ratio of the up stream pressure to down stream
pressure exceeds a critical value. When the flow is
choked the Mach number at the valve throat is 𝑀=2
and the critical pressure ratio is found from Equation
5.3 above to be
For 𝛾 = 1.35, the critical pressure ratio is 1.86. Note that for
choked flow, the valve static pressure 𝑃v depends only on the
upstream stagnation pressure 𝑃o and is independent of the
downstream pressure. For non choked flow into the cylinder, it
may generally be assumed that the throat pressure is equal to the
cylinder pressure
If the kinetic energy in the cylinder is relatively negligible, one
need not distinguish between static and stagnation cylinder
pressure. However, for exhaust flow from the cylinder in non
choked situations, one equates the throat pressure to the exhaust
port static pressure and this may differ significantly from the
exhaust port stagnation pressure. Upon substitution of Equation
5.11 into Equation 5.10, we find the choked mass flow rate 𝑚̇cr to
be
where 𝐾(𝛾) is a parameter dependent only on the
specific heat ratio 𝛾. For 𝛾 =1 .35, 𝐾= 6.76.
Equation5.10forthemassflowrateassumesflowfromanupstreamreservoirthr
ough an effective minimum valve area, 𝐴f. The effective valve area depends
on the valve diameter and lift, and two associated minimum areas are
used, each with a corresponding flow coefficient. As shown in Figure 5.1, a
geometric minimum area 𝐴v can be defined using either the valve curtain
area 𝐴1 = 𝜋𝑑𝑙 or the valve seat area 𝐴2 = 𝜋𝑑2∕4.Ifthevalve seat area is
chosen, the flow coefficient is labeled 𝐶f, as defined in Equation 5.15. If the
valve curtain area is used, the flow coefficient is labeled 𝐶d, a discharge
coefficient, as shown in Equation 5.16
In the idealized model of a poppet valve shown in Figure
5.1, the two minimum geometric area 𝐴v possibilities
are evident, depending on the valve lift. For low lift the
minimum area is the valve curtain area, and for larger
lifts the minimum area is the valve seat area. In this
idealized model, the geometric effects of the valve stem
and valve seat angle are neglected. These
considerations are addressed in Homework Problem
7.7. As shown in Figure 5.3, there is little reason to open
a valve much beyond 𝑙∕𝑑 ≈ 1∕4, since the flow area at
such lifts would be limited by the port size. For intake
ports, the maximum 𝑙∕𝑑 is about 0.4, accounting for the
flow coefficient of the port.
Flow or discharge coefficients are measured using steady
flow benches like that illustrated in Figure 5.4. The mass
flow rate and pressure drop across the valve are measured
for a number of different valve lifts and pressure ratios.
Equation 5.10 is then solved for the flow coefficient for a
particular choice of representative valve area. It should be
noted that flow bench pressure drops are of the order of 5
kPa, whereas actual pressure drops across exhaust valves
are about two orders of magnitude larger, since the cylinder
pressure at the exhaust valve opening is of the order of 500
kPa. Atypical plot of 𝐶f versus lift is given in
Figure5.5.Theflow coefficient 𝐶f increases monotonically
from zero with lift, since the effective flow area through the
valve increases
Effect of Reynolds number and non dimensional valve lift 𝑙∕𝑑 on inlet valve
discharge coefficient (Annand and Roe, 1974).
with lift, and the representative valve area 𝜋𝑑2∕4 remains constant. The
maximum value of 𝐶f is seen to be about 0.6. The discharge coefficient
𝐶d is plotted versus Reynolds number in Figure 5.6. The discharge
coefficient 𝐶d
isnotastrongfunctionoflift,sincethecurtainareaisusedtonondimensionalize
the valve area in forming 𝐶d. The dependence of the discharge
coefficient 𝐶d on Reynolds number in Figure 5.6 can be understood in
terms of the flow patterns shown in Figure 5.7. At low lifts, 𝑙∕𝑑 =0 .0, the
inlet jet is attached to both the valve and the seat, and thus affected by
viscous shear. The discharge coefficient, 𝐶d, decreases slightly with lift,
since the jet fills less of the reference curtain area as it transforms from
an attached jet to a separated free jet. At high lifts, 𝑙∕𝑑 ≥ 0.20, the fluid
inertia prevents the flow from turning along the valve seat, so the flow
breaks away, forming a free jet.
The flow area of a free jet is more or less independent of viscosity,
thus the flow coefficient at high lifts is independent of Reynolds
number. Discharge coefficient results for exhaust valves are shown
in Figure 5.8. Exhaust flow patterns are presented in Figure 5.9, and
are basically unchanged as the exhaust valve opens, so the
discharge coefficient is a weak function of the exhaust valve lift.
of the exhaust jet from the valve seat at
high lift will cause the discharge coefficient
to decrease slightly at high lifts.
EXAMPLE 5.1 Exhaust Mass Flow Rate What is the
initial mass flow rate through an exhaust valve, if the
valve curtain area 𝐴v is 2.7×10−3m2, the valve
discharge coefficient 𝐶d is 0.6, and the cylinder
pressure and temperature are initially at 500 kPa and
1000 K? Assume the exhaust system pressure is 105
kPa, 𝛾 = 1.35, and 𝑅 = 287 J/(kg K).
SOLUTION : First compute the pressure ratio and compare it to the
critical pressure ratio to determine if the flow is choked: