25‐08‐2022

AU 5702 – R 2019

Dr. M. Senthil Kumar

Associate Professor
Department of Automobile Engineering
Madras Institute of Technology Chromepet
Anna University, Chennai – 44

IC ENGINE PROCESS LODELLING

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 IC Engine Process Modelling
Simulation:
“ The process of designing a model of a real system and
conducting experiments with it, for the purpose of
understanding the behavior of the system”
(Or)

The process of describing the physical phenomena of a

particular system with the help of Mathematical equations
(subject to “reasonable” assumptions) and solving the same
to understand more about the nature of such phenomena.

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 Computer simulation:

“The process of formulating a model of a physical system

representing actual processes and analyzing the same by
using a computer”.

Usually the model is a mathematical one representing the actual

processes through a set of algebraic, differential or integral and
the analysis is made

Engine Modeling Helps in:

1. Complete understanding of the process under study by
formulation the model
2. Identifying key controlling variables to provide guidelines
for optimal design ‐ therefore less costly experimental
development efforts
3. Predicting engine behavior over a wide range of design
and operating variables to screen concepts prior to major
hardware programs
4. Providing a rational basis for design innovation.

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Classification of Models

For the processes that govern engine performance and

emissions, two basic types of models have been developed.

These cane be categorized as

1. Thermodynamic Models
2. Fluid Dynamic Models

Depending on the equations which give the model and its

predominant structure ‐ based on ENERGY CONSERVATION or
on a full analysis of FLUID MOTION.

Other titles given to thermodynamic models are,

Zero dimensional Model:

Simplest and suitable to observe the effects of empirical

variations in the engine operating parameters on overall
heat release rates and cylinder pressure schedules.
Do not involve any consideration of the flow field
dimensions.
Geometric features of the fluid motion can not be
predicted with the zero dimensional model.

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Quasi dimensional Models:
Models where specific geometric features such as flame or
spray shapes are added to the basic thermodynamics.
They assume that the flow of air/fuel and exhaust gasses
pass through a series of separate volumes defined by the
ports, valves, and cylinders with no accumulation of mass.
They do not incorporate a means to calculate the dynamic
changes in volumetric efficiency that occurs as engine speed
increases.
Instead, they look up an empirically determined
volumetric efficiency from a table to come up with realistic
power numbers.
These are conceptually and computationally simple.

Multi dimensional model:

Fluid dynamic models are often called multidimensional models
due to their inherent ability to provide detailed geometric
information on the flow field based on solution of the governing
equations.
Other Classification of Models
Single zone model:
The working fluid in the engine is assumed to be a
Thermodynamic system, which undergoes energy
and/or mass exchange with the surroundings.
The energy released during the combustion process is
obtained by applying the First law of Thermodynamics to
the system.

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 Two zone model:

The working fluid is imagined to consist of two zones, an

unburned zone and a burned zone.

These zones are actually two distinct thermodynamic systems

with energy and mass interactions between themselves and
their common surroundings, the cylinder walls.

The mass‐burning rate (or the cylinder pressure), as a function

of crank angle, is then numerically computed by solving the
simplified equations resulting from applying the first law to the
two zones.

Multizone model:

The fuel jet (For example in CI engines) is divided into

many elements.
Combustion process in each element is analyzed as a
process of mixing between the jet and the surrounding air
entrainment into the flame front and subsequent
combustion.
Each individual element is assumed to be homogeneous,
with two temperatures corresponding to the burned and
unburned mixture.

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 Predictive Model Analysis Model
Assumed heat release or Experimental In Cylinder
Mass burned profiles Pressure data

In cylinder pressure Heat Release/Mass burn rate

determination from obtained from
heat release rate Pressure data

Performance parameters
Heat Release and
from the particular engine
Performance parameters
under consideration

Advantages of Computer Simulation

1. Serves as a tool for a better understanding of the
variables involved and their effects on engine
performance
2. Systematizes knowledge obtained through expensive
engine testing
3. Reduces the time consuming tests considerably by
narrowing down the variables that must be studied.

4. Helps in optimizing the engine design for a particular

application, reducing cost and time.

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 Step By Step Approach
A four stroke spark ignition engine works on the four
strokes, five event principle. The five events are given as

1. Suction
2. Compression
3. Combustion
4. Expansion
5. Exhaust
These five events are completed in two revolutions of
the crank shaft of the engine.
Simulation is attempted in a step by step approach.

Step I: (ICS)
The engine is assumed to work with air as the working
medium in an ideal Otto cycle.
Heat addition and heat rejection are assumed to be
instantaneous and are supposed to take place by means
of a heat transfer process.

Step II: (FCS)

Ideal cycle simulation is modified by taking fuel into

account in adiabatic flame temperature calculations.
In this analysis, instead of air, the working medium is
assumed to be mixture of fuel and air.
Here combustion is assumed to take place
instantaneously and at constant volume.

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Step III: (PCS)
The AFT calculations are modified by assuming
combustion to be progressive. I.e. combustion is not
instantaneous but spreads over a period of time.
The duration of combustion is taken into account. Further
the engine heat transfer is considered.

Step IV: (ACS)

Friction and gas exchange processes are introduced in order to
analyze the engine intake and exhaust processes.
Here the heat transfer and friction are included by means of
empirical equations.

In step by step simulation, the values of pressure, volume and

temperature at salient points in the cycle are calculated. Work out
put and thermal efficiency are evaluated.

Reactive Process
When a fuel comes into contact with oxygen or air under
proper environment, a chemical reaction takes place.

Chemical Reaction

Exothermic Endothermic
(Heat is released) (Heat is absorbed)

The heat energy released in an exothermic reaction can be

used to run an internal combustion engine.
In the analysis of internal combustion engine processes, we
are interested in the study of exothermic reactions involving
those substances that can be used as fuels.

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These reactions are a source of heat energy for heat engines
especially the internal combustion engines.

Many literature talks about reactive processes. Let us see what

is meant by a reactive process

Reactive Process
“A process involving chemical reaction can be considered
as reactive process”.

Chemical Reaction
“A rearrangement of the atoms of the reactants due to the
redistribution of electrons to form products that are
different from reactant”.

The implication of this definition is that

The number of atoms of each element participating in a

reaction remains unchanged i.e. the conservation of
matter.

This principle will be used in writing the equations

for chemical reactions.
It is known that a chemically correct or
stoichiometric mixture of hydrocarbon fuel and air
reacts to produce only H2O and CO2

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 For Example …….

H2 + 0.5 O2 H2O
CO + 0.5 O2 CO2
CH4 + 2.0 O2 CO2 + 2 H2O
C8H18 + 12.5 O2 8CO2 + 9 H2O
C10H22 + 15.5 O2 10CO2 + 11 H2O
CH3OH + 1.5 O2 CO2 + 2 H2O
C2H5OH + 3 O2 2CO2 + 3 H2O

All the above fuels can be used in IC engines.

Heat of Reaction
Under conditions that promote combustion the active
constituents of a fuel react with oxygen.
This combustion process involves the oxidation of the
carbon and hydrogen present in the fuel.
The combustion process is a complex reaction or more
exactly occurring series of reactions.
Whenever combustion occurs the energy associated with
the chemical bonds in the fuel and oxygen molecules is
released.
The chemical energy is converted into heat energy and
appears first as a heating effect in the product gases.

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 The final temperature of the products of combustion depends
on a number of factors. They are,

1. The fuel and its composition

2. The pressure and temperature of the reactant
mixture
3. The external constraints imposed on the reacting
system such as constant volume or constant
pressure processes.

In order to calculate the final temperature of the products of

combustion, the energy characteristics of the fuel should be
known.

Heating value.
The heating value or calorific value of a fuel is the magnitude of
the heat of reaction at constant pressure or at constant volume
at a standard temperature of 25oC for the complete combustion
of unit mass of the fuel.

Definition of Heat of Reaction

The heat of reaction at constant volume, Urp and at constant
pressure, Hrp, are defined as

“The energy added to bring the products of combustion to the

initial temperature, viz 298 K, when unit quantity of fuel and
chemically correct oxygen burn at constant volume or at
constant pressure respectively”.

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The implications of the above definition are

1. Urp and Hrp are both negative

2. Urp and Hrp are the properties of the fuel
3. Urp and Hrp refer specifically to chemically correct
fuel‐oxygen mixtures reacting at 298 K

It may noted that both Urp and Hrp are measurable quantities.

For the analysis of engine combustion we will define two related

energy terms, Qv and Qp

Where, the term

Qv stands for energy released at constant volume and
Qp stands for the energy released at constant pressure.

Measurement of Urp
Let us assume that a chemical reaction takes place in a closed
rigid container of fixed volume.
Let the subscripts r, p and v denote the reactants, the
products and the volume respectively.
The first law for a closed system between the initial and
final states can be written as

Qr  p  Wr  p  U p  U r Or Qv  W  U ‐‐‐‐‐‐‐‐‐ 1

Since there is no change in the volume of the system, the work

done W is zero. Hence the above equation becomes

Qv  U ‐‐‐‐‐‐‐‐‐ 2

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 The change in internal energy due to the chemical reaction is
given by
 
  
 
U    N i u    N j u j  
 i   
p  r 

U  U p  U r ‐‐‐‐‐‐‐‐‐ 3
Where,
i and j stand for the various species in the
products and reactants, respectively,
N represents the number of moles of these
species (fuel, oxygen, carbon dioxide, etc.)
u is the specific internal energy in kJ/kmol.

Since there are at least two reactants and often there is more
than one product of reaction, the summation sign is used.

Bomb Calorimeter Test

A measured quantity of the Thermometer Ignition Wires
Stirrer
fuel along with excess air is
introduced into a rigid vessel
which is designed to withstand
the high pressure of
combustion without
deformation.
If there is a deformation, work
will be done on the vessel by
the product gases and the
results reported will become
spurious.
The vessel is placed in a large tub containing water at room
temperature and is left for a period so that temperature
equilibrium as well as thorough mixing of fuel and oxygen is
achieved.

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• The fuel air mixture is usually ignited by a spark plug. Heat is
transferred to the water through the walls of the vessel.
• The entire system, which is insulated against heat
transfer to the surroundings, comes to temperature
equilibrium at some temperate T’.
• A correction is applied to reduce the temperature, again to
the initial temperature viz. 298K.

If we designate the change in internal energy U as Urp then,

Urp (298) = Up (298) – Ur (298) ‐‐‐‐‐‐‐‐‐‐ 4

For octane (C8H18), the value of Urp can be calculated as

 __ __ __

U r 298   u C8 H 18  (12.5  x) u O2  3.76(12.5  x) u N 2  ‐‐‐‐ 5
  298

 __ __ __ __

U p 298  8 u CO2  9 u H 2 O  x u O2  3.76(12.5  x) u N 2  ‐‐‐‐ 6
  298

Where
x denotes the number of moles of excess oxygen
3.76 is the ratio of N2 to O2 in air, calculated on molar basis.
Substituting the above in equation 4 we have

 __ __ __ __
 ‐‐‐‐ 7
U rp  8 u CO2  9 u H 2 O  u C8 H 18  12.5 u O2 
  298

Knowing the specific enthalpies of the various constituents,

Urp can be estimated from the equation 7 for the C8H18.

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Measurement of Hrp
The heat of reaction at constant pressure, Hp is
measured in a steady flow calorimeter.
Fuel and air in excess of the chemically correct requirement
enter the reaction chamber at 298 K and the products are
cooled to the inlet temperature by water circulating in the
surrounding jacket.
If the changes in the potential and kinetic energies are
negligible,

H r ( 298 )  H w ( t in )  H p ( 298 )  H w ( t out ) ‐‐‐‐ 8

H w ( t in )  H w ( t out )  H p ( 298 )  H r ( 298 ) ‐‐‐‐ 9

The left hand side of equation 9 can be written as

N w C w (t in  t out ) ‐‐‐‐ 10

The left hand side of equation 9 represents the energy added

to bring down the temperatures of the products to 298 K,
which is according to the definition is Hrp. Therefore,

H rp  N wCw (tin  t out ) ‐‐‐‐ 11

Where Nw is the number of moles of water passing through

the jacket per unit mole of the fuel burnt. Clearly Hrp is negative
because tin will be less than tout.
Now Hrp can be written as

H rp  H p ( 298 )  H r ( 298 ) ‐‐‐‐ 12

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For example, when decane (diesel), C10H22 is burnt, the two
terms on the right hand side of equation 12, with x denoting the
moles of excess oxygen, can be written as

__ __ __

H r 298   h C10 H 22  (15.5  x) h O2  3.76(15.5  x) h N 2  ‐‐‐‐ 13
  298

 __ __ __ __

H p 298  10 h CO2  11 h H 2O  x h O2  3.76(15.5  x) h N 2  ‐‐‐‐ 14
  298

And Hrp for n‐decane is given by

 __ __ __ __

H rp  10 h CO2  11 h H 2O  h C10 H 22  15.5 h O2  ‐‐‐‐ 15
  298

The point to be noted in the measurement of Urp and Hrp is that

the reactant mixture contains excess air, and not chemically
correct oxygen.

There are three reasons for making measurements using

excess air,

1. Air is readily available while oxygen is not

2. A chemically correct fuel oxygen mixture would heat the
equipment excessively
3. Excess air is used to ensure complete combustion.

Since the reactant and product mixtures enter and leave the
device at the same temperature, the excess oxygen and
nitrogen terms on the right hand side of equations 5 and 13 will
cancel out.

If we know Hrp, we can calculate Urp and vice versa.

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 Subtracting equation 4 from equation 12 we have

Hrp  Hrp  (H p  U p )  (Hr  Ur ) ‐‐‐‐ 16

The temperature subscript has been dropped since it is

understood always to be 298 K. For gases, we can write
__ __
h  u  RT ‐‐‐‐ 17
__
Where R is the universal
__ gas constant, since the enthalpy h
and internal energy u are in units per mole.
__ __
For liquids and solids h u  0

The difference between the constant pressure and constant

volume heat of reaction may then be written as

H rp  H rp  ( N p  N r ) RT ‐‐‐‐ 18

With R = 8.314 kJ/mol and T = 298 K, the value of the product

RT will be 2477.57 which can be approximated to 2480. Thus

H rp  H rp  2480( N p  N r ) ‐‐‐‐ 18

Where Np and Nr denote, respectively the mole number

in the product and in the reactant mixture of the gaseous
species for a chemically correct fuel‐oxygen mixture.

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Let us now work out an example to calculate the Hrp and Urp
values.
These calculations will reveal the effect of H2O in the
products in the liquid or gaseous form.

If H2O is in the liquid form, the values are higher and

thereby are termed as higher calorific value of the fuel.
If H2O in the product is in the gaseous form, they are
called the lower calorific value of the fuel.

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