Internal Combustion Engines

Internal Combustion Engines
Edited by
Kazimierz Lejda
Pawe Wo
Contents
Section 1 Engine Fuelling, Combustion and Emission 1
Chapter 1
Factors Determing Ignition and Efficient Combustion in Modern
Engines Operating on Gaseous Fuels 3
Wladyslaw Mitianiec
Chapter 2
Fundamental Studies on the Chemical Changes and Its Combustion
Properties of Hydrocarbon Compounds by Ozone Injection 35
Yoshihito Yagyu, Hideo Nagata, Nobuya Hayashi, Hiroharu Kawasaki,
Tamiko Ohshima, Yoshiaki Suda and Seiji Baba
Chapter 3
Syngas Application to Spark Ignition Engine Working Simulations by
Use of Rapid Compression Machine 51
Eliseu Monteiro, Marc Bellenoue, Julien Sottton and Abel Rouboa
Chapter 4
Thermodynamic Study of the Working Cycle of a Direct Injection
Compression Ignition Engine 75
Simn Fygueroa, Carlos Villamar and Olga Fygueroa
Chapter 5
The Effect of Injection Timing on the Environmental Performances
of the Engine Fueled by LPG in the Liquid Phase 111
Artur Jaworski, Hubert Kuszewski, Kazimierz Lejda and Adam
Ustrzycki
Section 2 Engine Design, Control and Testing 131
Chapter 6
Intelligent Usage of Internal Combustion Engines in Hybrid Electric
Vehicles 133
Teresa Donateo
Chapter 7
Modeling and Simulation of SI Engines for Fault Detection 161
Mudassar Abbas Rizvi, Qarab Raza, Aamer Iqbal Bhatti, Sajjad Zaidi
and Mansoor Khan
Chapter 8
The Study of Inflow Improvement in Spark Engines by Using New
Concepts of Air Filters 187
Sorin Raiu and Corneliu Birtok-Bneas
Chapter 9
Understanding Fuel Consumption/Economy of Passenger Vehicles in
the Real World 217
Yuki Kudoh
Chapter 1
Factors Determing Ignition and Efficient

Combustion in Modern Engines Operating on
Gaseous Fuels
Wladyslaw Mitianiec
Additional information is available at the end of the chapter
http://dx.doi.org/10.5772/48306
1. Introduction
Recently in automotive industry the applying of gaseous fuels and particularly
compressed natural gas both in SI and CI engines is more often met. However application
of CNG in the spark ignition internal combustion engines is more real than never before.
There are known many designs of the diesel engines fuelled by the natural gas, where the
gas is injected into inlet pipes. Because of the bigger octane number of the natural gas the
compression ratio of SI engines can be increased, which takes effect on the increase of the
total combustion efficiency. In diesel engines the compression ratio has to be decreased as
a result of homogeneity of the mixture flown into the cylinder. Such mixture cannot
initiate the self-ignition in traditional diesel engines because of higher value of CNG
octane number. Direct injection of the compressed natural gas requires also high energy
supplied by the ignition systems. A natural tendency in the development of the piston
engines is increasing of the air pressure in the inlet systems by applying of high level of
the turbo-charging or mechanical charging. Naturally aspirated SI engine filled by the
natural gas has lower value of thermodynamic efficiency than diesel engine. The
experiments conducted on SI engine fuelled by CNG with lean homogeneous mixtures
show that the better solution is the concept of the stratified charge with CNG injection
during the compression stroke. The presented information in the chapter is based on the
own research and scientific work partly described in scientific papers. There is a wider
discussion of main factors influencing on ignition of natural gas in combustion engines,
because of its high temperature of ignition, particularly at high pressure. The chapter
presents both theoretical considerations of CNG ignition and experimental work carried
out at different air-fuel ratios and initial pressure.
2012 Mitianiec, licensee InTech. This is an open access chapter distributed under the terms of the
Creative Commons Attribution License (http://creativecommons.org/licenses/by/3.0), which permits
unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
4 Internal Combustion Engines
Gas engines play more and more important role in automotive sector. This is caused by
decreasing of crude oil deposits and ecologic requirements given by international
institutions concerning to decreasing of toxic components in exhaust gases. Internal
combustion engines should reach high power with low specific fuel consumption and
indicate very low exhaust gas emission of such chemical components as hydrocarbons,
nitrogen oxides, carbon monoxide and particularly for diesel engines soot and particulate
matters. Chemical components which are formed during combustion process depend on
chemical structure of the used fuel. Particularly for spark ignition engines a high octane
number of fuel is needed for using higher compression ratio which increases the thermal
engine efficiency and also total efficiency.
2. Thermal and dynamic properties of gas fuels

The mixture of the fuel and oxygen ignites only above the defined temperature. This
temperature is called as the ignition temperature (self-ignition point). It is depended on
many internal and external conditions and therefore it is not constant value. Besides that for
many gases and vapours there are distinguished two points: lower and higher ignition
points (detonation boundary). These two points determine the boundary values where the
ignition of the mixture can follow. The Table 1 presents ignition temperatures of the
stoichiometric mixtures of the different fuels with the air.
Fuel Ignition temperature [C] Fuel Ignition temperature [C]

Gasoline 350 - 520 Brown coal 200 - 240
Benzene 520 - 600 Hard coal atomised 150 - 220
Furnace oil 340 Coking coal 250
Propane 500 Soot 500 - 600
Charcoal 300 - 425 Natural gas 650
Butane (n) 430 City gas 450
Furnace oil EL 230 - 245 Coke 550 - 600
Table 1. Ignition temperatures of the fuels in the air (mean values)
The combustion mixture, which contains the fuel gas and the air, can ignite in strictly
defined limits of contents of the fuel in the air. The natural gas consists many hydrocarbons,
however it includes mostly above 75% of methane. For the experimental test one used two
types of the natural gas:
1. the certified model gas G20 which contains 100% of methane compressed in the bottles
with pressure 200 bar at lower heat value 47.2 49.2 MJ/m3
2. the certified model gas G25 that contain 86% of methane and 14% of N2 at lower heat
value 38.2 40.6 MJ/m3.
The natural gas delivered for the industry and households contains the following chemical
compounds with adequate mean mass fraction ratios: methane - 0.85, ethane - 0.07, propane
- 0.04, n-butane - 0.025, isobutene - 0.005, n-pentane - 0.005, isopentane - 0.005.
Factors Determing Ignition and Efficient Combustion in Modern Engines Operating on Gaseous Fuels 5
Because the natural gas contains many hydrocarbons with changeable concentration of the
individual species the heat value of the fuel is not constant. It influences also on the ignition
process depending on lower ignition temperature of the fuel and energy induced by
secondary circuit of the ignition coil. For comparison in Table 2 the ignition limits and
temperatures for some technical gases and vapours in the air at pressure 1.013 bars are
presented. The data show a much bigger ignition temperature for the natural gas (640 670
C) than for gasoline vapours (220C). For this reason the gasoline-air mixture requires
much lower energy for ignition than CNG-air mixture. However, higher pressure during
compression process in the engine with higher compression ratio in the charged SI engine
causes also higher temperature that can induce the sparking of the mixture by using also a
high-energy ignition system. Because of lower contents of the carbon in the fuel, the engines
fuelled by the natural gas from ecological point of view emit much lower amount of CO2
and decreases the heat effect on our earth.
Till now there are conducted only some laboratory experiments with the high-energy
ignition system for spark ignition engines with direct CNG injection. There are known the
ignition systems for low compressed diesel engines fuelled by CNG by the injection to the
inlet pipes.
Type of gas Chemical Normalized Ignition limits in Ignition

formula density the air temperature
(air = 1) (% volumetric) in the air [C]
Gasoline ~C8H17 0.61 0.6 - 8 220
Butane (n) C4H10 2.05 1.8 8.5 460
Natural gas H 0.67 5 - 14 640
Natural gas L 0.67 6 - 14 670
Ethane C 2H 6 1,047 3 12.5 510
Ethylene C2H4 1,00 2.7 - 34 425
Gas propane-butane 50% 1.79 2-9 470
Methane CH4 0.55 5 - 15 595
Propane C3H8 1.56 2,1 9.5 470
City gas I 0.47 5 - 38 550
City gas II 0.51 6 - 32 550
Carbon monoxide CO 0.97 12.5 - 74 605
Hydrogen H2 0.07 4 - 76 585
Diesel oil 0.67 0.6 6.5 230
Table 2. Ignition limits and ignition temperatures of the most important technical gases and vapours in
the air at pressure 1,013 bar
Composition and properties of natural gas used in experimental tests are presented in Table 3.
Nomenclature
No Parameter Unit Value
or symbol
[MJ/Nm3] 39,231
1 Combustion heat Qc
[MJ/kg] 51,892
[MJ/Nm3] 35,372
2 Calorific value Wd
[MJ/kg] 46,788
3 Density in normal conditions g [kg/Nm3] 0,756
4 Relative density - 0,586
5 Coefficient of compressibility Z - 0,9980
6 Wobbe number WB [MJ/Nm3] 51,248
7 Stoichiometric constant Lo [Nm 3fuel /Nm
3air ] 9,401
8 CO2 from the combustion - [Nm /Nm ]
3 3 0,999
Table 3. Properties of the natural gas used in experimental research
3. Fuelling methods and ignition in gas diesel engines

Several fuelling methods of the natural gas are applied in modern compression ignition
engines, where the most popular are the following cases:
delivering the gas fuel into the inlet pipes by mixing fuel and air in the special mixer
small pressure injection of gaseous fuel into the pipe and ignition of the mixture in the
cylinder by electric spark
high pressure direct injection of gaseous fuel particularly in high load engine
There are given the reasons of decreasing of compression ratio in two first methods and the
aim of application of gaseous fuels in CI engines (lowering of CO2, elimination of soot and
better formation of fuel mixture). Applying of the two first methods decreases the total
engine efficiency in comparison to standard diesel engine as a result of lowering of
compression ratio and needs an additional high energetic ignition system to spark
disadvantages of application of gas fuel in CI engines. Figure 1 presents an example of
variation of heat release of dual fuel naturally aspirated 1-cylinder compression ignition
engine Andoria 1HC102 filled by CNG and small amount of diesel oil as ignition dose. This
type of engine is very promising because of keeping the same compression ratio and
obtaining of higher total efficiency. NG in gaseous forms is pressured into the inlet pipe,
next flows by the inlet valve into the cylinder. During compression stroke small dose of
diesel oil is delivered by the injector into the combustion chamber as an ignition dose.
Because ignition temperature of diesel oil is lower than that of natural gas the ignition start
begins from the outer sides of diesel oil streams. In a result of high temperature natural gas
the combustion process of the natural gas begins some degrees of CA later. The cylinder
contains almost homogenous mixture before the combustion process and for this reason
burning of natural gas mixture proceeds longer than that of diesel oil. Figure 1 presents
simulation results carried out for this engine in KIVA3V program.
Figure 1. Heat release rate in dual fuel Andoria 1HC102 diesel engine fuelled by CNG and ignition
dose of diesel oil (index ON- diesel oil, CNG natural gas)
At higher load of diesel engine with dual fuel a higher mass of natural gas is delivered into
the cylinder with the same mass of ignition diesel oil. In order to obtain the same air excess
coefficient as in the standard diesel engine the following formula was used:
mair
eq (1)
A A
mdo mCNG
do
F F CNG
where: mair - mass of air in the cylinder,

mdo - mass of diesel oil dose,
mCNG - mass of CNG in the cylinder,
A/F - stoichiometric air-fuel ratio.
At assumed the filling coefficient v 0,98 and charging pressure at the moment of closing
of the inlet valve po = 0,1 MPa and charge temperature To = 350 K, the air mass delivered to
the cylinder with piston displacement Vs amounts:
po
mair Vs mCNG (2)
1 RTo v
At the considered dual fuelling the calculated equivalent air excess coefficients after
inserting into eq. (2) and next into eq. (1) amounted, respectively: 1) at n = 1200 rpm - z
2,041, 2) at n=1800 rpm - z 1,359, 3) at n=2200 rpm - z 1,073.
Variation of the mass of natural gas in the dual fuel Andoria 1HC102 diesel engine at
rotational speed 2200 rpm is shown in Figure 2. The principal period of combustion process
of the natural gas lasted about 80 deg CA and its ignition began at TDC. In the real engine
the diesel oil injection started at 38 deg CA BTDC.
Figure 2. Mass variation of natural gas in Andoria 1HC102 diesel engine fuelled by CNG and ignition
dose of diesel oil (index do- diesel oil, CNG natural gas)
Figure 3. Heat release in dual fuel Andoria 1HC102 diesel engine fuelled by CNG and ignition dose of
diesel oil (index do- diesel oil, CNG natural gas)
Heat release from the both fuels (CNG and diesel oil) is shown in Figure 3 for the same
engine at rotational speed 2200 rpm. Total heat released during combustion process results
mainly on higher burning mass of the natural gas. The ignition process in the gas diesel
engines with the ignition dose of diesel oil differs from other systems applied in modified
engines fuelled by natural gas delivered into the inlet pipe and next ignited by the spark
plug. The initiation of combustion process in CNG diesel engines with spark ignition is
almost the same as in the spark ignition engines.
4. Ignition conditions of natural gas mixtures

The flammability of the natural gas is much lower than gasoline vapours or diesel oil in the
same temperature. At higher pressure the spark-over is more difficulty than at lower
pressure. During the compression stroke the charge near the spark plug can be determined
by certain internal energy and turbulence energy. Additional energy given by the spark
plug at short time about 2 ms increases the total energy of the mixture near the spark plug.
The flammability of the mixture depends on the concentration of the gaseous fuel and
turbulence of the charge near the spark plug. Maximum of pressure and velocity of
combustion process in the cylinder for given rotational speed depend on the ignition angle
advance before TDC (Figure 4).
Figure 4. Influence of ignition angle advance on the engine torque
The beginning of the mixture combustion follows after several crank angle rotation. While
this period certain chemical reactions follow in the mixture to form the radicals, which can
induce the combustion process. The energy in the spark provided a local rise in temperature
of several thousand degrees Kelvin, which cause any fuel vapour present to be raised above
its auto-ignition temperature. The auto-ignition temperature determines the possibility of
the break of the hydrocarbon chains and the charge has sufficient internal energy to oxidize
the carbon into CO2 and water in the vapour state. Immediately, after the beginning of
combustion (ignition point) the initial flame front close to the spark plug moves in a radial
direction into the space of the combustion chamber and heats the unburned layers of air-fuel
mixture surrounding it.
For the direct injection of CNG for small loads of the engine in stratified charge mode the
burning of the mixture depends on the pressure value at the end of compression stroke and
on the relative air-fuel ratio. These dependencies of the CNG burning for different mixture
composition and compression ratio are presented in Figure 5 [15]. The burning of CNG
mixture can occur in very small range of the compression pressure and lean mixture
composition and maximum combustion pressure reaches near 200 bars. For very lean
mixtures and higher compression ratios the misfire occurs, on the other hand for rich
mixtures and high compression ratios the detonation is observed. During the cold start-up
the ignition process of the CNG mixture is much easier than with gasoline mixture because
of whole fuel is in the gaseous state. Today in the new ignition systems with electronic or
capacitor discharge the secondary voltage can reach value 40 kV in some microseconds.
Figure 5. The range of combustion limits for lean CNG mixture [3]
The higher voltage in the secondary circuit of the transformer and the faster spark rise
enable that the sparking has occurred even when the spark plug is covered by liquid
gasoline. With fuelling of the engine by CNG the sparking process should occur in every
condition of the engine loads and speeds. However, at higher compression ratio and higher
engine charging the final charge pressure increases dramatically in the moment of ignition
and this phenomenon influences on the sparking process.
5. Electric and thermal parameters of ignition

On the observation and test done before on the conventional ignition systems, the higher
pressure of the charge in the cylinder requires also higher sparking energy or less the gap of
the electrodes in the spark plug. The chemical delay of the mixture burning is a function of
the pressure, temperature and properties of the mixture and was performed by Spadaccini
[12] in the form:
z 2.43 10 9 p 2 exp[41560 / ( R T )] (3)
where: p - pressure [bar], T - temperature [K] and R - gas constant [(bar cm3)/(mol K)].
The simplest definition of this delay was given by Arrhenius on the basis of a semi-
empirical dependence:
4650
z 0.44 10 3 p 1.19 exp (4)
T
where p is the charge pressure at the end of the compression process [daN/cm2].
Experimental and theoretical studies divide the spark ignition into three phases:
breakdown, arc and glow discharge. They all have particular electrical properties. The
plasma of temperature above 6000 K and diameter equal the diameter of the electrodes
causes a shock pressure wave during several microseconds. At an early stage a cylindrical
channel of ionization about 40 m in diameter develops, together with a pressure jump and
a rapid temperature rise. Maly and Vogel [10] showed that an increase in breakdown energy
does not manifest itself a higher kernel temperatures, instead the channel diameter causing
a larger activated-gas volume. Since the ratio between the initial temperature of the mixture
and the temperature of the spark channel is much smaller than unity, the diameter d of the
cylindrical channel is given approximately by the following expression:
1
Ebd 2
d 2 1 (5)
h p
where is ratio of the specific heats, h is the spark plug gap and p pressure. Ebd represents
the breakdown energy to produce the plasma kernel. Ballal and Lefebvre [6] considered the
following expression for the breakdown voltage Ubd and total spark energy Et:
ti
2,8 10 5 p h
U bd Et V I dt (6)
5,5 ln( p d) 0
One assumed, that the charge is isentropic conductive and the field attains a quasi-steady
state (no time influence). Knowing the potential of the electromagnetic field and electrical
conductivity the following equation can be used [12]:
div( grad ) 0 (7)
After a forming of the plasma between the electrodes the heat source q e in the mixture can
be calculated directly from the electrical current in the secondary coil circuit I, which
changes during with time:
I2
q e 2
(8)
R
2 r (r , z)dr

0
where r and z are the coordinates of the ionization volume.
At leaner homogenous mixture the discharging of the energy by spark plug leads sometimes
to the misfire and increasing of the hydrocarbons emission. At stratified charge for the same
total air-fuel ratio the sparking of the mixture can be improved by turning the injected fuel
directly near spark plug at strictly defined crank angle rotation depending on the engine
speed. The energy involved from the spark plug is delivered to the small volume near spark
plug. The total energy, which is induced by the spark plug is a function of the voltage and
current values in the secondary circuit of the ignition coil and time of the discharge. On the
other hand, values of voltage U and current I change in the discharge time and total energy
induced by the coil can be expressed as a integral of voltage U, current I and time t:

Eign U I dt (9)
0
where is the time of current discharge by the secondary circuit of the ignition coil.
Integration of the measurement values of voltage and current in the secondary circuit of the
coil gives the total electric energy to the mixture charge near spark plug. The total internal
energy of the mixture near the spark plug increases in the period t = 0.. and according to
the energy balance in the small volume the temperature of the charge in this region
continuously increases.
The modern conventional ignition system can give the burning energy eburn = 60 mJ at the
secondary voltage 30 kV and burning current iburn = 70 mA during 1.8 ms. In practice a
required value of the secondary voltage of the ignition system is calculated from the
following formula:
U 2 4700 a
0.718
(10)
where: U2 - secondary voltage [V],

a - gap between electrodes of the spark plug,
- compression ratio.
Figure 6. The secondary voltage as a function of compression pressure and electrodes gap
For lower gaps and compression ratios the secondary voltage can be decreased. The
required secondary voltage as a function of compression pressure is presented in Figure 6
for different gaps of spark plug electrodes from 0.3 to 0.9 mm.
If one assumes that the electrical energy E is delivered during period to a certain small
volume V near spark plug with the temperature of the charge T1 and pressure p1 and
concentration of CNG fuel adequate to the air excess coefficient , it is possible to calculate
the change of the charge temperature in this space. On the basis of the law of gas state and
balance of energy the specific internal energy u of the charge in the next step of calculation is
defined.
ui ui 1 dE (11)
where i is the step of calculations and dE is the energy delivered from the spark plug in step
time d. The internal energy is function of the charge mass m and temperature T, where
mass m in volume V is calculated from the following dependency:
p1 V
m (12)
R T1
and gas constant R is calculated on the mass concentration g of the n species in the mixture.
Mass of the charge consists of the fuel mass mf and air mass ma, which means:
m ma m f (13)
For the mixture that contains only air and fuel (in our case CNG), the equivalent gas
constant is calculated as follows:
n
R gi Ri ga Ra g f R f (14)
1
In simple calculations the local relative air-fuel ratio is obtained from the local
concentration of air and fuel:
ma
(15)
K mf
where K is stoichiometric coefficient for a given fuel. For the CNG applied during the
experiments K=16.04 [kg air/kg CNG]. At assumption of the relative air-fuel ratio the
masses of fuel mf and air ma can be obtained from the following formulas:
m K
mf ma m (16)
K 1 K 1
After substitution of the fuel and air masses to the equation (10) the equivalence gas
constant R is defined only if the is known.
R
1
K 1
K Ra Rf (17)
For whole volume V the internal energy at the beginning of the ignition is defined as:
p1 V p V
U1 m cv T1 c T 1 cv (18)
R T1 v 1 R
The charge pressure during compression process increases as function of the crank angle
rotation from p1 to p. When one knows the engines stroke S and diameter D of the cylinder
and compression ratio it is possible to determine the change of pressure from start point to
another point. If the heat transfer will be neglected the pressure change in the cylinder can
be obtained from a simple formula as a function of time t and engine speed n (rev/min):
dp 30 k 1 k dVc
(19)
dt n Vc k 1 dt
where Vc is volume of the cylinder at crank angle and k is specific heat ratio (cp/cv).
For simplicity of calculations it was assumed that during compression stroke the specific
heat ratio for small period is constant (k 1.36) and cylinder volume changes with
kinematics of crank mechanism. Delivery of electrical energy to the local volume results on
the increase of local internal energy and changing of temperature T, which can be
determined from the following energy equation:
dT de
m cv Ti m cv Ti 1 de or m cv (20)
dt dt
The electrical energy can be performed in a different way: with constant value during time
(rectangular form or according to the reality in a triangular form as shown in Figure 7.
Figure 7. Variation of electrical power from spark plug

If the total electrical energy amounts E and duration of sparking lasts (1.8 ms) then for the
first case the local power is E/ for whole period of the sparking. For the second case
electrical power from the spark plug changes and for the first period can be expressed as:
t 2E
NI (21)
tmax
For the second period the electrical power can be determined as follows:
1 t 2E
N II (22)
1
tmax

The temperature of the charge near the spark plug during the period is computed as
follows:
1
dT N (t ) dt (23)
m cv
For the first case (rectangular form) of variation of electrical power the change of the charge
temperature is computed from the following dependency:
1 E
dT dt (24)
m cv
For the second case (triangular form of power) the temperature of the local charge is
calculated as follows:
a. 1st period
1 t 2E
dT dt (25)
m cv tmax
b. 2nd period
t
1
1 2E
dT dt (26)
m cv tmax
1

At assuming of specific volumetric heat cv as constant in a small period the temperature of
the local charge is simply obtained by integration of given above equations as function of
time t (t = 0 .. )
E t
1. T T1 (27)
m cv
2
E t
2 a. T T1 (28)
m cv tmax
1 2E t t
T C 1 (29)
tmax
2b.
m cv 2
1

The constant C is calculated for the initial conditions for t/ = tmax/ with the end temperature
for 1st period as an initial temperature for 2nd period. The three cases are performed in a non-
dimensional time t/. Because compression stroke in 4-stroke engine begins usually a=45
CA ABDC and thus the cylinder volume [3] can be calculated at i crank angle as follows:
Vs Vs
Va 1 cos(180 i ) cos 2(180 i ) (30)
1 2 4 4
The simple calculations of the increment of the local temperature in the region of the spark
plug were done at certain assumptions given below: swept volume of the cylinder - 450 cm3,
compression ratio 12, crank constant - 0.25, diameter of sparking region - 1 mm, height of
sparking region - 1 mm, closing of inlet valve - 45 CA ABDC, start angle of ignition - 20
CA BTDC.
For calculation the air-gas mixture was treated as an ideal gas (methane CH4 and air at
=1.4). Two ignition systems were considered with ignition energy 40 and 60 mJ at
assumption of:
1. constant sparking power (rectangular form) in period =2 ms
2. variable sparking power (triangular form) in period =2 ms.
The results of calculations are performed in Figure 8 for those two ignition systems,
respectively. It was assumed that compression process begins after closing of the inlet valve
with constant coefficient of compression politrope k=1.36.
(a) (b)
Figure 8. Increment of the local temperature in the region of the spark plug for two ignition systems: a)
with constant sparking power, b) with variable sparking power (triangular form)
In the moment of the sparking start the pressure in the cylinder amounts 1.577 MPa at
temperature 726 K. Theoretical consumption of the air for combustion of 1 Nm3 of the
natural gas amounts 9.401 Nm3. For given concentration of the air and fuel (CNG) in the
mixture the gas constant is R=296.9 J/(kg K) and calculated mass of charge in the region
amounts 0.465e-8 kg. As shown in both figures the final temperature in the region is the
same for two considered variations of power. If the volume of the sparking region
decreases the local temperature will increase, however ignition of the mixture depends on
concentration of the fuel in the air. The final temperature does not depend on the shape of
the ignition power during sparking but only on the total energy released during the
sparking. In the gap of the electrodes at ignition energy 60 mJ a mean temperature amounts
almost 17000 K after 2 ms and at 40 mJ amounts 12000 K. This is enough to ignite the
mixture.
6. Determination of thermal efficiency

Only a small part of the delivered energy from the second circuit is consumed by gaseous
medium, which is observed by increase of the temperature T and thus also internal energy
Ei. The thermal efficiency of the ignition system is defined as ratio of the increase of internal
energy and energy in the secondary circuit of the ignition coil:
Ei Ei E1
th o e (31)
E2 E2 E1
where E1 is the energy in the primary circuit and 0 is the total efficiency and e is the electric
efficiency of the ignition system. The increase of the internal energy in volume V with initial
pressure p1 can be determined as follows:
Ei m cv T (32)
Assuming a constant mass and individual gas constant R, the temperature after ignition can
be defined from the gas state equation. At small change of the gas temperature from T1 to T2
the volumetric specific heat cv has the same value. In such way it is possible to determine the
increase of the internal energy:
p1 V p V p
Ei c T2 T1 1 c T 2 T1 (33)
R T1 v R T1 v 1 p1
After simplification this equation takes the form:
c p2 p1 cv p
V V
Ei (34)
R v R
The increase of the internal energy depends on the sparking volume, gas properties and a
pressure increment in this volume. Because of constant volume and known R and cv the
unknown value is only the increment of the pressure p. The direct method of measurement
is using the pressure piezoelectric transducer with big sensitivity and with high limit of
static pressure. For that case we have used the sensor PCB Piezotronic 106B51 (USA) with
the following parameters:
Measurement range (for 5V output) 35 kPa

Maximum pressure (step) 690 kPa
Maximum pressure (static) 3448 kPa
Sensitivity (15%) 145 mV/kPa
For that sensor the amplifier Energocontrol VibAmp PA-3000 was used. The filling of the
chamber with fixing of the spark plug and transducer is presented in Figure 9. The
additional (medium) chamber with capacity 200 cm3 is filled under given pressure (shown
on the manometer) from the pressure bottle. The caloric chamber is filled from this medium
chamber by the special needle valves. After sparking the chamber was emptied by opening
the other needle valve. The needle valves were used in order to decrease the dead volume in
the pipes connecting the chamber. The total volume was measured by filling the chamber by
water and amounts 4,1 cm3.
Figure 9. Scheme of the direct measurement pressure in the caloric chamber
The target of the tests was to determine the amount of thermal energy delivered do the
charge in the chamber after the sparking; it means the measurements of the pressure
increment in function of initial pressure. For one point of each characteristic we carried out
10 measurements. For the tests two types of electrodes were used: the normal with 2.8 mm
width and the thin with 25% cross-section of the first type. The measurements were
carried out in nitrogen and air at initial pressure in the chamber corresponded to ambient
conditions (over pressure 0 bar) and at 25 bars. For the thin electrodes there is observed a
bigger increment of the pressure than while using the spark plug with normal electrodes
both at low as at high initial pressure, despite the delivered energy from the secondary
circuit of the coil is almost the same. Increment of pressure inside the chamber caused by
energy delivered from spark plug is shown in Figure 10 for initial pressure 1 bar and 25 bars
and by application of the spark plug with thin and thick electrodes.
Figure 10. Pressure increment in caloric chamber filled by nitrogen at initial pressure 1 and 25 bars by
application of spark plug with thin and thick electrodes
The duration of the sparking lasted about 4 ms and after this time the decrement of the
pressure is observed which is caused by heat exchange with walls of the caloric chamber. In
every case at the end of ignition process the sudden increase of secondary voltage takes
place. The current in the secondary circuit of the ignition coil increases rapidly to about 80
mA after signal of the ignition and then decreases slowly during 4 ms to zero as one shows
in Figure 11 for all considered cases.
Figure 11. Secondary current in the coil during the ignition in the caloric chamber filled by nitrogen at
initial pressure 1 and 25 bar by application of spark plug with thin and thick electrodes
Variation of voltage in the secondary circuit is shown in Figure 12. For the considered
ignition coil one reaches maximum voltage 3000 V in the case of higher initial pressure 30
bar. In every case at the end of ignition process the sudden increase of secondary voltage
takes place. Thermal energy delivered to the spark plug (in the secondary circuit) was
determined by integration of instant electric power (multiplication of current and voltage)
with small time step. For the case with thin electrodes and at 1 bar the thermal energy
amounts only 0,89 mJ and thus the thermal efficiency is about th = 1,29% (Figure 13). For
normal electrodes at the same pressure the thermal energy is very lower 0,36 mJ which
causes a small thermal efficiency th = 0,51%.
Figure 12. Secondary voltage in the coil during the ignition in the caloric chamber filled by nitrogen at
initial pressure 1 and 25 bars by application of spark plug with thin and thick electrodes
normal "thin" normal "thin"

9
16
8
Thermal Energy [mJ]
Thermal Efficiency [%]
14
7
12
6
10
5
8
4
3 6
2 4
1 2
0 0
0 25 0 25
Initial Pressure [bar] Initial Pressure [bar]
Figure 13. The comparison of the thermal energy and thermal efficiency for spark plug with normal
and "thin" electrodes at two initial positive gauge pressures
The thermal energy and thermal efficiency increases with the increase of the initial pressure.
For the case with thin electrodes of the spark plug the thermal efficiency amounts 13.49%,
on the other hand for normal electrodes only 6.93%. The tests were done for five ignition
systems from BERU at different initial pressure (0 25 bars) and linear approximation
variations of the thermal efficiencies are shown in Figure 14. With increasing of the pressure
in the caloric chamber much more energy is delivered from the electric arc to the gas. The
measurements of the pressure increase during spark ignition were carried out also for the
air and the same pressures. Figure 16 presents the increase of secondary voltage in the
ignition coil with increasing of initial pressure in the caloric chamber. For nitrogen and
leaner mixtures a higher secondary voltage in the coil was measured.
Figure 14. Thermal efficiency of five tested ignition systems
Figure 15. Influence of initial pressure on secondary voltage in ignition coil measured in caloric
chamber filled by nitrogen and natural gas
7. Determination of energy losses during ignition

The model of ignition process takes into account only a small part of the spark plug and is
shown in Figure 16.
Figure 16. Model of spark ignition
During the sparking the plasma is formed between two electrodes and it is assumed to be
smaller than the thickness of these electrodes. After short time a pressure shock takes place
and the charge is moving on outer side with high velocity [1] [13]. The energy delivered
directly to the charge is very low and therefore the energy losses should be assessed. As the
experimental test showed, only a small part of delivered energy is consumed to increase the
internal energy of the charge (maximum 10%). The energy losses during the ignition process
can be divided into several kinds: radiation, breakdown, heat exchange with electrodes,
kinetic energy which causes the turbulence, electromagnetic waves, flash and others.
7.1. Radiation energy of ignition

The part of the spark energy is consumed by radiation of the plasma kernel. The
temperature T of plasma between two electrodes is above 6000 K. At assumption of the
Boltzman radiation constant k=5.67 W/(m2 K4) and the coefficient of emissivity of a grey
substance [9] for the ignition arc, the specific heat radiation e can be obtained from the
formula:
4
T
e k (35)
100
The emissivity of the light grey substance was defined by Ramos and Flyn [4] and they
amounted it in the range of 0.2 0.4. For that case it was assumed that = 0.3. The total
radiation energy is a function of the ignition core surface Ai and sparking time ti:
4
T
dEr Ai de dt Ai k dt (36)
100
At assumption that the temperature T of the arc increases proportionally with time from
6000 K to 300 K the total radiation energy can be calculated as follows:
ti 4
ti 4 ti 4
Er Ai k
T (Tmax T2 ) t dt (Tmax T2 ) t dt
dt Ai k
ti 100 ti 100
(37)
0
100 0
0
Assuming the radial shape of the core equal the radius d/2 of the electrodes and its height h
equal the gap of electrodes and also that maximum temperature of the arc amounts 6000 K
after t1=20s and then decreases to 800 K after t2=2 ms, we can calculate the part of the coil
energy as a loss of the radiation energy. Because 20 s is comparably small with 2 ms then
the equation (14) can be rewritten as follows:
Ai k (Tmax T2 ) ti
Er (38)
10 8 5
where Ai - the surface of the plasma core amounts Ai d h .
7.2. Ionization energy

Our experiment was carried out in nitrogen and on the basis of the literature data there are
three ionization energies [7]: ei1 = 1402.3 kJ/mol, ei2 = 2856.0 kJ/mol, ei3 = 4578.0 kJ/mol. The
energy required to breakdown of the spark is an ionization energy that can form later the
arc. Total ionization energy can be calculated for n moles of the gas (nitrogen) in the core of
plasma as:
p Vi d2 h p
Ei n ei ei ei (39)
( MR) T 4 ( MR) T
The initial temperature T amounts 300 K and universal gas constant (MR) = 8314 J/mol. For
higher pressure, proportionally the higher ionization energy is required and the same is for
lower temperature. However the plasma is formed with smaller radius, the ionization takes
place in a higher volume with radius two times bigger.
7.3. Heat transfer to electrodes

A certain part of the energy delivered by the secondary circuit is consumed on the heating
of the electrodes. In a small time of the sparking the heat transfer takes place on the small
area approximately equal the cross section of the electrodes with diameter d. The main
target is to determine the specific heat conductivity between the gas and metal. This value
can be obtain from the Nusselt number Nu [2], gas conductivity p and a characteristic
flow dimension, in this case the diameter of the electrode:
Nu p
(40)
d
where Nu is obtained from Reynolds number Re and Prandtl number Pr. However Ballal
and Lefebvre [6] accounted for heat transfer the following expression for Nusselt number:
0,46
u d
Nu 0,61 Re 0,46 0,61 (41)

g
where u is gas velocity along the wall and is kinematic viscosity of gas. On the other hand
the kinematic viscosity of the gas depends on the temperature T and density according to
the formula:
T 0,62 m 2 / s
5,18 107 (42)

The conductivity of the gas is calculated based on the basis of Woschni [3] formula:
p 3,654 10 4 T 0,748 W / m K (43)

Finally the cooling energy is calculated from the equation:
1
Eh d 2 (T Tw ) ti (44)
2
7.4. Kinetic energy

Liu et al. [9] assumed that some fraction of the input energy is converted into kinetic energy
of the turbulence according to the following formula:
2
d
E k 4 u u3 (45)
2
where u is density , u is the entrainment velocity and d is the kernel diameter. Using this
equation the kinetic energy can be calculated for given values: u = 1,403 kg/m3 and for wave
pressure moving with mean velocity u [m/s]. During ignition time tl (less than 2 ms) the total
kinetic energy amounts:
ti
Ek E k dt E k ti (46)
0
8. Ignition efficiency
Electric efficiency of the ignition systems define also the thermal resistance of these devices,
because lower efficiency value decides about higher heating of the coil body and takes effect
on their durability. On the basis of conducted tests by measurements of the primary (state 1)
and secondary (state 2) current and voltage, it is possible to calculate the total electric
efficiency of the ignition systems. The total electric efficiency can be defined as follows:
t2
E
U2 I 2dt
t02
e 2 t1
(47)
E1
U1I1dt
t01
The electric efficiency for the ignition system with transistor ignition coil from Beru No
0040102002 is shown in Figure 17. The test of energy efficiency was done for 6 probes for
every point of measurements. The electric efficiency is very small and at assumed initial
pressures does not exceed 30%. The rest of energy goes into the surroundings in a form of
heat. Lower efficiency is observed for nitrogen as the neutral gas. The same input energy for
all considered cases amounted 210.74 mJ.
Figure 17. Electric efficiency of ignition system for two mixtures and nitrogen
9. Energy balance during ignition

On the basis of the carried out experimental tests and the theoretical considerations the
balance of the energies delivered to the chamber from the secondary circuit of the coil can be
done by Sankey chart. The carried out calculations determine the following values of heat
losses for the case p = 25 bars and spark plug with the normal electrodes: 1) radiation - Er =
7.8 mJ, 2) ionization - Ei = 7.2 mJ, 3) heat transfer - Eh = 31 mJ, 4) kinetic energy - Ek = 9 mJ.
Calculated total losses amount 55 mJ and measurements show that the thermal energy
delivered to the charge Eth amounts only 4.23 mJ. On the other hand the measured energy
delivered by the secondary circuit amounts E2 = 61.05 mJ. The other non-considered heat
losses amount Ec = 1.82 mJ. The graphical presentation of the participation of particular
energies for the spark plug with normal electrodes and with thin electrodes is shown on
the Sankey diagram (Figure 18).
The energetic balance shows that the heat transfer to the electrodes consumes a half of
delivered energy during the sparking process. Decrease of the cross-section of the electrodes
to 25% of their initial value causes the increase of the thermal efficiency almost twice with
decrease of the heat transfer to the electrodes. The work done by Liu et al [5] shows the
discharge efficiency of different ignition system and for conventional spark ignition system
this efficiency is below 0.1 (10%) despite the bigger coil energy (above 100 mJ).
Figure 18. Balance of energy in the conventional ignition system for 2 types of the electrodes
10. CFD simulation of ignition and combustion process of CNG mixtures

Propagation of flame (temperature and gas velocity) depends on the temporary gas motion
near the spark plug. The ignition process in SI gaseous engines was simulated in CFD
programs (KIVA and Phoenics). Setting of the electrodes in direction of gas motion
influences on spreading of the flame in the combustion chamber.
10.1. Propagation of ignition kernel

The propagation of the temperature during ignition process depends on the gas velocity
between the spark electrodes. The experimental tests show an absence of the combustion
process in the engine without gas motion. The combustion process can be extended with a
big amount of hydrocarbons in the exhaust gases. The propagation of the temperature near
the spark electrodes was simulated by use of Phoenics code for horizontal gas velocity
amounted 10 m/s with taking into account the heat exchange, radiation, ionization and
increase of the internal energy. The model of the spark ignition contained 40x40x1 cells with
two solid blocks as electrodes and one block of the plasma kernel. The electrodes were
heated during 1 ms with energy equal 8 mJ as it was determined during experimental tests.
Propagation of the temperature near spark electrodes is shown in Figure 20 for two times 0.4
and 0.8 ms, respectively.
Figure 19. Temperature in the charge during ignition after 0.4 and 0.8 ms
The temperature inside the plasma grows as a function of the power of the secondary circuit in
the coil and the velocity of the charge causes propagation of the temperature from the sparking
arc outside of the plasma. Temperature inside the plasma kernel reaches value about 13000 K.
10.2. CNG ignition process in caloric chamber

The first step of the experimental tests was an observation of the ignition of the mixture of
CNG and the air in the caloric chamber and the second step by use the simulation. The
cylinder model has diameter D=34 mm and height B=22 mm. Volume of the chamber
corresponds to the minimal volume of the combustion chamber in the engines of
displacement 260 cm3 and compression ratio 14.
This image cannot currently be display ed.
Figure 20. Increment of the pressure during combustion in the caloric chamber
Prediction of the mixture parameters in the chamber during combustion process was carried
out by using the open source code of KIVA3V [4]. The complex test was conducted for 3
dose of CNG: 0.035, 0.04 and 0.045g, which corresponds to air excess coefficients : 1.58, 1.38
and 1.23, respectively at initial pressure 40 bars and temperature 600 K. At assumption of
the high compression pressure in the caloric chamber it was obtained very high level of final
pressure (about 180 bars) after burning of the whole dose (Figure 20). Velocity of increment
of the mean charge temperature inside the caloric chamber depends on the value of the fuel
dose (Figure 21) and for bigger dose the quicker increment of the temperature is observed.
This image cannot currently be display ed.
Figure 21. Variation of the temperature in the caloric chamber for different dose of CNG
(a) (b)
(c) (d)
Figure 22. Temperature in the caloric chamber after initiation of combustion: a) 0.5 ms, b) 0.6 ms,
c) 1.85 ms, d) 7.4 ms
The dose of fuel influences on variation of all thermodynamic parameters. The initiation of
the combustion process lasted about 0.5 ms for all dose of the fuel. The complete combustion
of all doses of the fuel without swirl and tumble follows after 4 ms with assumption of heat
transfer to the walls. Four slides in Figure 22 show the spreading of the flame in the caloric
chamber from the spark plug to the walls almost spherically. The maximum of temperature
near spark plug amounts almost 3600 K and after combustion process decreases to 2700 K.
10.3. Verification of ignition modelling

The initial simulations of the CNG combustion was carried out on the model of the chamber
used for the experimental tests on the Schlieren stand in a steady state initial conditions. The
chamber had the volume equalled 100 cm3 with diameter D=80 mm and width B=20 mm.
The initiation of the ignition followed in the centre of the chamber by two thin electrodes.
The chamber was filled by natural gas at 5 bars and =1.4. The initial temperature of the
charge amounted 300 K, so this required much more electrical energy than for firing engine.
The ignition energy was simulated as additional internal energy in the centre of the
combustion chamber. The LES model for fully premixed charge was used in the CFD open
source program OpenFOAM. The classical idea is to use a filter which allows for the
separation of large and small length scales in the flow-field. Applying the filtering operator
to the Navier-Stokes equations provides a new equation governing the large scales except
for one term involving the small velocity scale. The model of combustion chamber was
created by hexahedron cells and contained 68x68x32 cells. Calculations of combustion
process were carried out in 64-bit Linux system with visualisation of results by use Paraview
software. The combustion process in the chamber lasted a long time (above 50 ms), because
of absence of the gas motion. The oxidation of methane was simulated by the OpenFOAM
combustion procedure in Xoodles module. Thermodynamic properties of the charge were
calculated by using JANAF tables. Increase of pressure in the flat combustion chamber
without initial swirl or tumble of the charge is shown in Figure 23.
Figure 23. Increase of pressure in the chamber after ignition

The combustion process involves the change of thermodynamic parameters of the gas,
which can be observed by moving of flame with different temperature, pressure and density
in burned and unburned spaces. Full combustion of the methane-air mixture lasts longer
than in the real engine combustion chamber at the same geometry of the combustion
chamber. The propagation of chemical reactions is radial and the thick boundary of the
combustion (about 8 mm) is observed because of the lean mixture. Propagation of the flame
causes the radial compression of the gas between unburned and burned regions and thin
area of twice higher density is formed. Figure 9 shows distribution of gas density in the
chamber after 18 ms from start of ignition. Red colour indicates density on the level 0.0118
g/cm3 and blue colour only 0.005 g/cm3.
Figure 24. Gas density and absolute gas velocity after 18 ms from beginning of ignition
Combustion process in the narrow area takes place with turbulent velocity. Turbulence
causes penetration of the flame into the unburned mixture with velocity higher than
laminar combustion speed. For the methane-air stoichiometric mixture the combustion
laminar speed amounts only 40 cm/s. For the considered case the absolute velocity of
combustion in the flame region amounts about 80 m/s as one is shown in Fig.10. However,
total combustion speed is very low and is close to the laminar speed of methane-air
mixture 0.4 m/s.
Experimental tests on the Schlieren stand done by Sendyka and Noga [11] showed also
radial propagation of the flame defined by the change of the charge density. Figure 25
shows the films of the flame propagation in the chamber at 3, 7, 40 and 54 ms after start of
the ignition, respectively. The ignition of the CNG and air mixture with initial pressure 5
bars and initial temperature 300 K was initiated by two thin electrodes in centre of the
combustion chamber. The charge was fully premixed with air excess ratio =1.4. The flame
is distorted by touching into the quartz glass in the chamber, which is observed by hell circle
inside the black circle. The change of gas density influences on the distortion of the laser
beam and photos show development of the flame during combustion process. The
experimental test proves the result obtained from simulation by using LES combustion
model in the OpenFOAM program.
Figure 25. Schlieren stand combustion boundary of the flame after 3, 7, 40 and 54 ms [15]
Both simulation and experiment do not show deviation of the spherical combustion flame.
The experiment demonstrated velocity of combustion in radial direction of value 40 cm/s.
10.4. Mixture motion and ignition

The most important factor influencing on the ignition is the charge motion through the
spark plug. Two kinds of motions were considered: swirl and tumble caused by valve and
inlet profile, combustion chamber and squish. The combustion process is strongly connected
with turbulence of the charge and only small part is the laminar speed of the total
combustion velocity. Simulation was carried out in the rectangular space with central
location of the spark plug. The mesh of the combustion chamber model with length and
width 5 cm and height 3 cm was divided into 288000 cells with rectangular prism (NX=80,
NY=80 and NZ=45). The calculations were carried out in transient conditions (initial time
step 1e-6 s in time t=5 ms). The spark plug was located in the centre of the calculation space
and the object of the electrodes was created by CAD system. The mesh in the region of the
spark plug electrodes contains fine grids with cell length equal 0.3 mm in x and y axis.
At the first the ignition of CNG was simulated with initial tumble y =250 rad/s and p=20
bars. The charge with velocity about 15 m/s flew through the gap of the spark plug causing
the propagation of the flame inside the chamber. The simulation of combustion and gas
movement was carried out also by Phoenics, which takes into account turbulence model and
simple combustion of compressible fluid. The charge motion is connected with high
turbulence and this causes also the higher combustion rate.
Distribution of the combustion products in the modelled space is shown in Figure 26 at 0.5
ms and 1.2 ms after start of the ignition, respectively. After short time (about 1 ms) the
whole charge is burned in the calculation space. The higher flow velocity is between the
electrodes of the spark plug. The other simulation was carried out for the central swirl
around the spark plug with swirl velocity 15 m/s on the mean radius 1.5 cm. In this case the
interaction of the electrode shape is seen the propagation of the flame is faster in the
opened site of the electrodes. Figure 27 presents development of combustion process after 1
and 4 ms from beginning of the ignition.
The swirl in the chamber influences on the irregular propagation on the flame and extends
the combustion process. Even after 4 ms the combustion of the methane is not full. Velocity
of the gas flow in the spark plug gap is smaller than in the tumble case. For this reason the
propagation of the combustion products and flame is not uniform.
Figure 26. Combustion products with initial tumble charge motion after 0.5 ms and after 1.2 ms
Figure 27. Combustion products with initial swirl charge motion after 1 ms and after 4 ms
11. Conclusions
The chapter contains results of theoretical, modelling and experimental work considered to
factors, which have very big impact on the ignition of gaseous fuels in combustion engines.
On the fact of more and more important role of gaseous engines, particularly those fuelled
by natural gas, definition of good conditions for ignition of gaseous fuels is one of the task
of development of modern spark ignition gaseous engines, particularly with high charging
ratio. Experimental works with CNG ignition were done in the caloric chamber, however in
conditions closed to real conditions of engine work. On the presented considerations one
can draw some conclusions and remarks:
1. Gaseous fuels, such as CNG requires higher electric energy delivered by the ignition
system. Higher pressure in the combustion chamber increases internal energy near the
spark plug and requires also higher secondary voltage of the ignition coil. For gaseous
leaner mixtures an ignition system with higher energy is needed (above 60 mJ).
2. The higher initial pressure increases the thermal efficiency of the ignition system.
3. For the conventional ignition systems even with high secondary energy above 60 mJ
only a small part maximum 15% of it is consumed by the charge.
4. The maximum of thermal efficiency was obtained at initial pressure 25 bars with value
of 13, 5% for the spark plug with thin electrodes and only 1% at ambient pressure and
temperature.
5. The spark plug with thin electrodes indicates higher thermal efficiency than the spark
plug with normal electrodes. This is caused by small heat exchange with the electrode
walls.
6. The energy losses consist of heat exchange, ionization energy (breakdown), radiation
and others. The biggest of them are the heat transfer to the spark electrodes and
radiation.
7. On the basis of CFD simulation one proved that nature of mixture motion (tumble or
swirl) in the combustion chamber influences on propagation velocity of the ignition
kernel and combustion process.
8. Ignition in CNG diesel engine can be caused by injection of small ignition dose of diesel
oil.
Author details
Wladyslaw Mitianiec
Cracow University of Technology, Cracow, Poland
Acknowledgement
The author would like to acknowledge the financial support of the European Commission in
integrated project NICE (contract TIP3-CT-2004-506201). Personally I would like to
acknowledge the contribution of the Cracow University of Technology, particularly Prof. B.
Sendyka for supervising during the project and Dr. M. Noga for his big input in the
experimental work.
12. References
[1] Heywood J (1988), Internal Combustion Engine Fundamentals, Mc Graw-Hill, New
York
[2] Look D.C., Sauer H.J (1986), Engineering Thermodynamics, PWS Engineering, Boston
[3] Mitianiec W., Jaroszewski A. (1993), Mathematical models of physical processes in
small power combustion engines (in polish), Ossolineum, Wroclaw-Warszawa-Krakow
[4] Ramos J.I (1989), Internal combustion modeling, Hemisphere Publishing Corporation,
New York
[5] Amsden A.A. et al (1989), KIVA-II - A Computer Program for Chemically Reactive
Flows with Sprays, Los Alamos National Lab., LA-11560-MS
[6] Ballal D., Lefebvre A (1981), The Influence of Flow Parameters on Minimum Ignition
Energy and Quenching Distance, 15th Symposium on Combustion, pp.1737-1746, The
Combustion Institute, Pittsburgh
[7] Eriksson L (1999), Spark Advance Modeling and Control, Linkoping University,
dissertation No 580, Linkoping
[8] Hires S.D., Tabaczyski R.J (1978), The Prediction of Ignition Delay and Combustion
Intervals for Homogeneous Charge, Spark Ignition Engine, SAE Pap. 780232
[9] Liu J.,Wang F., Lee L., Theiss N., Ronney P (2004), Gundersen M., Effect of Discharge
Energy and cavity Geometry on Flame Ignition by Transient Plasma, 42nd Aerospace
Sciences Meeting, 6th Weakly Ionized Gases Workshop, Reno, Nevada
[10] Maly R., Vogel M (1979), Initiation and propagation of Flame Fronts in Lean CH4 Air
Mixtures by a Three Modes of the Ignition Spark, Seventeenth Symphosium on
Combustion, pp 821-831, The Combustion Institute, Pittsburgh
[11] Sendyka B., Noga M (2007), Propagation of flame whirl at combustion of lean natural
gas charge in a chamber of cylindrical shape, Combustion Engines, 2007-SC2, Bielsko
Biaa
[12] Spadaccini L.J.,Tevelde J.A (1980), Autoignition Characteristic of Aircraft Fuels, NASA
Contractor Report Cr-159886
[13] Thiele M., Selle S., Riedel U., Warnatz J.,Maas U (2000), Numerical simulation of spark
ignition including ionization, Proceedings of the Combustion Institute, Volume 28, pp.
1177- 1185
[14] Vandebroek L.,Winter H., Berghmans J (2000), Numerical Study of the Auto-ignition
Process in Gas Mixtures using Chemical Kinetics, K.U.Leuven, Dept. Of Mechanical
Engineering, 2000
[15] FEV (2004) information materials, Aachen
Chapter 2
Fundamental Studies on the Chemical Changes

and Its Combustion Properties of Hydrocarbon
Compounds by Ozone Injection
Yoshihito Yagyu, Hideo Nagata, Nobuya Hayashi, Hiroharu Kawasaki,

Tamiko Ohshima, Yoshiaki Suda and Seiji Baba
http://dx.doi.org/10.5772/54706
1. Introduction
The prevention of global warming caused by increasing of CO2 has been high interest to the
public and grows environmental awareness, and also effective use of fossil fuel especially for a
vehicle with internal combustion engine, such as an automobile, a ship and an aircraft, has
been developed in several research field. Hydrogen for fuel cell, bio-diesel fuel (BDF),
dimethyl ether (DME) and ethanol as alternative energy source for vehicle has been widely
studied (S. Verhelst&T. Wallner, 2009, M.Y. Kim et al., 2008, B. Kegl, 2011, T.M.I. Mahlia et al.,
2012) and some of them have begun to exist at the market in the recent decade. However, these
new energy sources may take a long time until reaching at a real general use because of high
investment not only for improving an infrastructure but retrofitting a system of vehicle.
Effects of ozone addition on combustion of fuels were reported as original research works.
Combustion of natural gas with ozone was studied, and reduction of concentration of CO
and CnHm by ozone injection was observed (M. Wilk&A. Magdziarz, 2010). Ozone injection
to internal compression engine is effective to decrease in the emission rate of NO, CO and
CH and an improvement of cetane number and fuel efficiency (T. Tachibana et al., 1997).
Also there are patent applications covering the invention developed by the effect of ozone
injection (Imagineering Inc.: JP 19-113570(A), Sun chemical Co., Ltd.: JP 7-301160, Nissan
Motor Co., Ltd.: JP 15-113570(A)). Although the results of ozone injection were often
reported, the mechanism of the phenomenon is still unclear. Discharge system for
generating ozone was usually introduced before or directly in a cylinder, and then before
expansion stroke the excited oxygen species including ozone reacts on hydrocarbon
compounds, such as petrol and light diesel oil. Previous reports are chiefly focused on the
2012 Yagyu et al., licensee InTech. This is an open access chapter distributed under the terms of the
phenomena/effects and are not mentioned. We focused on the measurement of reaction

products and investigated chemical changes among vapourised hydrocarbon compounds
and activated dry air or oxygen including ozone by exposing discharge in this paper.
2. Material and method

2.1. Discharge reactor
Discharge was generated on the surface of a grid pattern discharge element (size: 85mm
40mm, grid size: 5mm with 1mm in width of electrode) placed in the discharge reactor. The
element was designed for generating surface discharge, and the discharge voltage was
generated by high AC voltage power supply (Logy Electric Co., LHV-13AC) and varying
from 8.0kV to 13.0kV (with approx. 9kHz~11kHz in frequency). Ozone concentration was
measured as a standard of active oxygen species and was generated between 0.62g/m3 to
8.8g/m3 by dry air or pure oxygen.
2.2. Reactor vessel and hydrocarbon compounds

Petrol and light diesel oil were used for reaction with dry air or oxygen exposed to
discharge. We used commercially available petrol and light diesel oil in the test, and the
octane number of petrol and the cetane number of light diesel oil are among 90 to 92 and
among 53 to 55 respectively. Hydrocarbon compounds as typified by petrol and light diesel
oil consist of a lot of chemical substances. Isooctane (2.2.4-trimethylpentane, C8H18), which
are one of the components of petrol and light diesel oil, are also applied as reacting
substance of the test. These hydrocarbon compounds were vapourized in the reactor vessel
(Figure 1), and air or oxygen exposed to discharge was injected through inlet to investigate
chemical reaction between active species and vapourised hydrocarbon compounds. The
condition of the entire experiment was not controlled and was carried out under an
atmospheric pressure and temperature around 23 degrees Celsius.
Mixture gas
Air O2
Hydrocarbon
compounds
Discharge FTIR Active
reactor Charcoal filter
Figure 1. A schematic of the experimental apparatus
Fundamental Studies on the Chemical Changes and
Its Combustion Properties of Hydrocarbon Compounds by Ozone Injection 37
2.3. Analysis of the mixture gas

A composition of the mixture gas of dry air exposed to discharge and vapourised
hydrocarbon compounds was detected by Fourier transform infrared spectroscopy (FTIR,
Shimadzu corp., FTIR-8900) and gas chromatography mass spectroscopy analysis (GC-MS,
Shimadzu corp., GCMS-QP2010). Twenty-two meters reflective long-path distance gas cell
(Pike Technologies inc., Permanently Aligned Gas Cell 162-2530) was installed to the FTIR
for detecting the detail of the gas. Wavenumber of the mixture gas was measured between
4000cm-1 to 1000cm-1 and the FTIR spectra of the mixture gas were accumulated to 40 times.
Temperature of the vapourizing chamber of GC (gas chromatography) was set up from 30 to

250 degrees Celsius with increasing 10 degrees Celsius a minute, and entire measurement
time was 24 minutes. Column flow stayed constant on 2.43mL a minute and column
pressure was kept 97.9kPa. Mass-to-charge ratio in MS (mass spectrometry) was detected
from 35 to 250m/z.
3. FTIR analysis
First of all of the investigations, dry air exposed to discharge and hydrocarbon compounds
was mixed in the transparent bell jar (approximately 18L). Fifty mL of commercially
available petrol (octan number 90 ~ 92) was poured into the beaker, and it was placed in the
centre of the bell jar. Flow rate of the injected gas to the bell jar was consistently kept on
12L/min. The vapourized hydrocarbon compounds became clouded immediately after
injecting dry air exposed to the discharge, and it grew into a dense fume increasingly
(Figure 2). It was suggested that active species in the gas decomposed a part of structure of
hydrocarbon compounds and water molecules were generated. Thus the generation of
cloudy mixture gas was probably caused by saturated water vapour.
Figure 2. A picture of the bell jar with discharge (left) and without discharge (right).
Isooctane (2.2.4-trimethylpentane, C8H18) as elemental substances of petrol was mixed with

dry air through the discharge chamber. Ozone concentration was adopted as a measure of
several parameters and was kept at 2.7g/m3 in the tests. FTIR spectra of the mixture gases
were indicated in Figure 3. The peak at 1725cm-1 was remarkably detected at FTIR spectra. It
was supposed to be a reaction product, which were generated from hydrocarbon compound
and active species in the discharged dry air. Relatively-sharp feature near 1058cm-1 and
2120cm-1 of the FTIR spectra was due to extra ozone. Also CO2 near 2360cm-1 and N2O near
2237cm-1 were detected. Broad features of hydrocarbon compounds around 3000cm-1
particularly decreased after injecting discharged dry air. These disappearing or decreasing
spectra such as around 3000cm-1 were changed into other chemical structure. However, H2O
was not observed in the spectra because it might be much weaker than other spectra. It was
clearly found that the injection of discharged dry air caused partial chemical changes of
isooctane from the FTIR spectra analysis.
We analysed the spectra of 1725cm-1 prominently figured in both FTIR spectra as reaction
product. Oxidative products of hydrocarbon compounds were mainly searched and some
candidates, which had strong peak near 1725cm-1, were found such as heptanal (C7H14O), 2-
hexanone (C7H14O), acetone (C3H6O), octanal (C8H16O), trans-cyclohexane (C8H16O2) and
dodecanal (C12H24O). FTIR spectra of octanal that was one of these hydrocarbon
oxide/dioxide compounds were indicated in Figure 4. Ozone was possibly major element of
generating oxidative products of hydrocarbon compounds because a lifetime of other active
oxygen species, which were for instance oxygen atom, singlet oxygen molecule and
hydroxide, was very shorter than it.
Typical FTIR spectra of the mixture gas consisting of vapourized petrol and dry air exposed
to the discharge were indicated in Figure 4. Almost same spectra of Isooctane (2.2.4-
trimethylpentane) (Figure 3) at around 1725cm-1 were also detected as the reaction product
although these spectra were not observed before injecting dry air passed through the
discharge reactor. The production rate of reaction products was gradually saturated with
increasing ozone concentration (Figure 5). The production rate of the newly detected spectra
and the decreasing peak of hydrocarbon compounds were strongly dependent on the
concentration of ozone in the discharged dry air. Typical peaks of ozone gas were observed
at 1058cm-1 and 2120cm-1 as extra ozone, which did not react to hydrocarbon compounds.
The peaks of reaction products and the extra ozone gas were detected in the case that the
thinnest 0.62g/m3 of ozone was injected in this investigation. FTIR spectra above 3200cm-1
tend to indicate lower % of transmittance. Shorter wavelength of infrared light has tendency
to be scattered about small particles in the long-path distance gas cell such as water
molecule obtained in the reaction between ozone and hydrocarbon compound.
The spectra of vapourised light diesel oil blended with ozone were similar to other FTIR
spectra (Figure 6). The peaks of reaction products at around 1725cm-1 were also found. The
production rate of the reaction product near 1725cm-1 was less than the case of petrol
because petrol indicated higher evapouration rate due to lower specific gravity in
comparison with light diesel oil.
Ozone is one of the essential active gases for chemically changing the composition of
vapourized hydrocarbon compounds. It was supposed that ozone decomposed CH band of
hydrocarbon compounds partially and ozonised hydrocarbon compounds were produced
as these reaction products at 1725cm-1. In conclusion, it was found that the reaction
products, which were also generated by the thinnest ozone concentration in the test, were
made by the injected ozone and the hydrocarbon compounds. These ozonised hydrocarbon
compounds might be directly/indirectly contributed toward the improvement more efficient
combustion of the internal combustion engine.
120
Isooctane, w/o discharge
Isooctane, w/ discharge
100
Transmittance[%]
80
60
40
20
0
1000 1500 2000 2500 3000 3500 4000
-1
Wavenumber[cm ]
Figure 3. Typical FTIR spectra of the mixture gas blended isooctane (2.2.4-trimethylpentane, C8H18) and
dry air exposed to discharge
120
petrol, w/o discharge
petrol, w/ discharge
100
Transmittance [%]
80
60
40
20
0
1000 1500 2000 2500 3000 3500 4000
-1
Wavenumber [cm ]
Figure 4. Typical FTIR spectra of the mixture gas blended petrol and dry air exposed to discharge
100
% reaction products at 1725 [cm ]

-1
80
60
40
20
0
0 0.5 1 1.5 2 2.5 3
Ozone consentration [g/m 3]
Figure 5. Generation rate of reaction products near 1725cm-1 of FTIR spectra
120
light diesel oil, w/o discharge
light diesel oil, w/ discharge
100
Transmittance [%]
80
60
40
20
0
1000 1500 2000 2500 3000 3500 4000
Wavenumber [cm -1]
Figure 6. Typical FTIR spectra of the mixture gas blended light diesel oil and dry air exposed to
discharge.
4. GC-MS analysis
The details of reaction products, especially to search the composition of the strong peak
detected near 1725cm-1 by FTIR, were analysed by GC-MS. Petrol vapourised at room
temperature (23 degrees Celsius) was injected to inlet of the GC-MS and its retention time
data of GC were indicated in Figure 7. Also, vapourised petrol was blended in the closed
container with oxygen passed through the discharge reactor. The mixture gas was
introduced to the GC-MS directly and its spectra were indicated in Figure 8. Spectral lines of
GC-MS were identified by spectral library and chemical substances were mainly indicated
in Table 1. Chemical substances were searched when relative intensity obtained more than 5
arbitrary units. Shaded cells in column of without Ozone in Table 1 indicated chemically
changed substances after ozone injection. Also, shaded cells in column of with Ozone of
Table 1 indicated newly produced mainly oxidative products of hydrocarbon compounds
by ozone injection.
It was found that after ozone injection hydrocarbon compounds were combined with
oxygen atom or oxygen molecule. Vapourised petrol was comprised of approximately 300
kinds of hydrocarbon compounds, and several compounds with a high amount rate were
detected from the vapourised petrol by GC-MS such as butane (C4H10) pentane (C5H12) and
hexane (C6H14) (Table 1; without ozone). In the case after ozone injection, several reactive
products were detected such as acetaldehyde (C2H4O), heptanal (C7H14O), 2-Hexanone
(C7H14O) and octanal (C8H16O) (Table 1; with ozone).
Number of carbon atom after ozone injection had tendency to be higher than the vapourised
petrol without ozone treatment. It was expected that decomposed hydrocarbon compounds
recombined themselves after that ozone decomposed CH band partially.
120
100
Relative intensity [arb. units]
80
60
40
20
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Retention Time [min]
Figure 7. Typical retention time data of petrol without ozone.
120
100
Relative intensity [arb. units]
80
60
40
20
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Retention Time [min]
Figure 8. Typical retention time data of petrol with ozone.
The FTIR spectra of the reaction products, which were detected hydrocarbon compounds
combined with oxygen atom or molecule, were searched by scientific database of The
National Institute of Standards and Technology (NIST Standard Reference Database). It was
found that many of reaction products had FTIR spectra near 1725cm-1 such as acetaldehyde
(C2H4O), acetone (C3H6O), heptanal (C7H14O), octanal (C8H16O) and dodecanal (C12H24O)
(Table 1). As an example of them, FTIR spectra of Acetone (C3H6O) and octanal (C8H16O)
were indicated in Figure 9 and Figure 10, respectively.
Figure 9. FTIR spectra of acetone (C3H6O), which is one of the oxidative products of hydrocarbon
compounds (NIST Standard Reference Database).
without Ozone with Ozone

Ret. chemical chemical simi- Ret. chemical simi-
M.W. chemical substance M.W.
time formula substance larity time formula larity
2.66 C3H2O2 Propiolic acid 98 70
3.04 C 2 H4 O Acetaldehyde 99 44
3.06 C4H10 Isobutane 97 58
3.22 C4H10 Butane 97 58
3.72 C 3 H6 O Acetone 97 58
Butane, 2-
3.77 C5H12 97 72
methyl-
4.02 C5H12 Pentane 98 72
Butane, 2.2-
4.46 C6H14 96 86
dimethyl-
Butane, 2.3-
4.86 C6H14 94 86 4.86 C6H14 Butane, 2.3-dimethyl- 96 86
dimethyl-
Pentane, 2-
4.9 C6H14 94 86 4.9 C6H14 Pentane, 2-methyl- 95 86
methyl-
4.99 C 4 H8 O 2-Butanone 97 72
Pentane, 3-
5.13 C6H14 98 98 5.13 C6H14 Pentane, 3-methyl- 98 86
methyl-
5.13 C6H14 Pentane, 3-methyl- 98 86
5.38 C6H14 Hexane 98 86 5.38 C6H14 Hexane 98 86
5.8 C7H16 Pentane, 2.2-dimethyl- 96 100
5.89 C6H12 Cyclopentane, methyl- 93 84
5.98 C5H10O Butanal, 3-methyl- 95 86
6.06 C5H10O 2-Pentanone 83 86
Heptane, 3-
6.57 C7H16 92 114 6.57 C7H16 Heptane, 3-methyl- 93 100
methyl-
Hexane, 3-
6.74 C7H16 95 100 6.74 C7H16 Hexane, 3-methyl- 96 100
methyl-
6.94 C10H20 1-Octane, 3-ethyl- 91 140
7.03 C8H18 Hexane, 2,2-dimethyl- 95 114
7.18 C7H16 Hexane, 3-methyl- 94 100

8.24 C8H18 Pentane, 2,3,4-trimethyl- 98 114
8.35 C 7 H8 Toluen 98 92
8.54 C8H16 Heptane, 4-methyl- 96 114
8.65 C8H18 Heptane, 3-methyl- 93 114
8.83 C8H16 Cyclohexane, 1,3-dimethyl-, trans- 93 112
8.87 C9H20 Hexane, 2,2,5-trimethyl- 90 128
9.01 C8H16 Cyclopentane, 1-ethyl-3-methyl, trans- 94 112
9.05 C8H16 Cyclopentane, 1-ethyl-3-methyl, trans- 94 112
9.38 C8H16 Cylohexane, 1,4-dimethyl-, cis- 93 112
9.53 C9H20 Hexane, 2,3,5-trimethyl- 86 128
9.65 C8H18 Heptane, 2,4,6-trimethyl- 90 142
2,3-dioxabicyclo[2,2,1]heptane, 1-
9.73 C6HO2 82 114
methyl-
9.76 C11H24 Octane, 2,3,3-triethyl- 88 156
9.9 C9H20 heptane, 2,5-dimethyl- 93 128
9.98 C7H14O Heptanal 82 114
10 C5H10O Butanal, 3-methyl- 78 86
10.3 C12H26 Octane, 4,5-diethyl- 87 170
10.4 C8H10 o-Xylene 94 106
10.4 C12H18 Benzene, (3,3-dimethylbutyl)- 80 162
10.5 C7H12O 2-Hexanone, 4-methyl- 83 114
10.6 C9H20 Octane, 3-methyl- 93 128
10.8 C8H16O Octanal 83 128
11.1 C12H26O 1-Octanol, 2-butyl- 89 186
11.2 C 7 H6 O Heptanal 82 114
11.4 C17H28 5-Tetradecane, (Z)- 82 196
11.5 C9H12 Benzene, (1-methylethyl)- 83 120
11.6 C12H26O 1-Decanol, 2-ethyl- 87 186
11.7 C8H16O Octanal 83 128
11.8 C9H20O 1-Pentanol, 4-methyl-2-propyl- 85 144
11.9 C 7 H6 O Benzaldehyde 78 106
11.9 C10H20O isooctane,(ethyenyloxy)- 81 156
12 C11H17N n-Butylbenzylamine 79 163
12.2 C9H12 Benzene, 1-ethyl-3-methyl- 93 120
12.3 C8H16O Octanal 74 128
12.3 C12H26O 1-Decanol, 2-ethyl- 76 186
12.3 C9H12 Benzene, 1,3,5-trimethyl- 85 120
12.5 C12H24 1-Decanol, 3,4-dimethyl- 87 168
12.7 C8H16O Octanal 86 128
13 C10H20O isooctane,(ethyenyloxy)- 84 156
13.1 C8H16O Octanal 79 128
13.1 C8H16O Octanal 75 128
13.4 C9H12 Benzene 92 120
13.4 C12H24O Decanal 78 156
13.5 C10H22O 1-Octanol, 2,7-dimetyl- 78 158
13.6 C24H48O2 Hexanoic acid, octadecy ester 75 368
13.7 C8H16O Octanal 74 128
14 C12H24O Dodecanal 79 184
14 C10H20O Decanal 80 156
14.1 C10H20O Decanal 78 156

14.2 C11H22O Undecanal 80 170
14.5 C9H18O Nonanal 85 142
14.7 C12H24O Dodecanal 77 184
16.1 C10H20O Decanal 87 156
Table 1. List of chemical substances detected by GC-MS with and without ozone.
5. Combustion properties of n-Octane by ozone

5.1. Reactor and analysis
Vapour-phase combustion reactions of n-octane with ozone are tested in a flow reactor
indicated in Figure 10. Flow reactor mainly consists of discharge reactor to make ozonized
air, saturator vessel to vaporise n-octane, electric furnace to combust vaporised n-octane and
measure combustion temperature. Sampling point is located at the end of the flow reactor to
analyse combustion reactions properties in the electric furnace. Ozone in gaseous form is
generated by discharge reactor, which has four surface discharge chips indicated in Figure
11. Dry air is a source of ozone generation at discharge reactor and ozone concentration is
maintained at 6.4g/m3 in the test.
Carbon dioxide, carbon monoxide, oxygen and nitrogen in the exhaust gas, which is
generated in the vapour-phase combustion reactions of n-octane, are analysed by gas
chromatography with thermal conductivity detector (GC-TCD). Organic compounds in a
gas at sampling point are analysed by gas chromatography with flame ionization detector
(GC-FID). GC column with 4.0mm~6.0mm radius and 2.0m~6.0m length is made out of
copper or stainless. GC column has packing materials for measuring gases in exhaust gas;
Porapak-QS is used for analysing carbon dioxide, and MS-5A is used for analysing nitrogen,
oxygen and carbon monoxide.
Thermocouple
Flowmeter
sampling point
Electric
Furnace
Air
Gas Discharge Saturator Vessel Pipe Heater Gas cooler

reactor controller
Figure 10. A schematic diagram of flow reactor system.

Cathode electrode 0.4mm

30mm Anode electrode
Cathode 1mm
electrode 6mm 15mm
37mm
Figure 11. A schematic diagram of a surface discharge chip in discharge reactor.
5.2. Inversion rate of n-octane

Dry air or ozonized dry air is mixed to n-octane in saturator vessel and the gas mixture is
combusted in the electric furnace varied from 200 to 800 degrees C for an hour. Combustion
product gases are trapped and then analysed by GC-FID with diethyl ether as internal
standard substance. Inversion rate of n-octane in vapour-phase combustion reactions is
evaluated from n-octane concentration in exhaust gases. Concentration of n-octane is
estimated by calibration curve, which determine the ratio of peak area and mass ratio of n-
octane to that of the internal standard (diethyl ether) obtained from gas chromatogram.
Furthermore, concentration of other main combustion product gases, such as nitrogen,
oxygen, carbon dioxide and carbon monoxide, are analysed by GC-TCD as mentioned above
and are appropriately quantified using calibration curve of peak area from gas
chromatogram against known concentration.
Inversion rate of n-octane is derived from equation (1) that relates to the vapour pressure of
n-octane (Antoine equation (2)) and the amount of n-octane (equation (3)).
Co
Ir 1 (1)
Ci
Ir: inversion rate of n-octane [%]

Co: concentration of unreacted n-octane in liquid reaction product [mol]
Ci: initial concentration of n-octane [mol]
B
LogP A (2)
T C
P: vapour pressure [mmHg]

A: 6.924 (as Antoine constant of n-octane)
B: 11355.126 (as Antoine constant of n-octane)
C: 209.517 (as Antoine constant of n-octane)
T: temperature
Pn-octane Fair
Fn-octane (3)
Pair
Fn-octane: flow rate of n-octane [ml/min]

Pn-octane: vapour pressure of n-octane [atm]
Fair: flow rate of air [ml/min]
Pair: vapour pressure of air [atm]
Inversion rate of n-octane in vapour-phase combustion against reaction temperature

between 100 and 800 degree C is indicated in Figure 12. In comparison with dry air (without
ozone), inversion rate tends to be higher when ozone is injected to saturator vessel.
Especially, the rate indicates approximately 20% higher than without ozone around 300
degrees C of reaction temperature. Ozone gas is possible to react to n-octane in lower
reaction temperature. Inversion rate of n-octane become similar in high temperature because
it is suggested that half-life period of ozone tends to be shorter and then ozone becomes
easily to decompose.
100
90
Inversion Rate of n-C8H18 [%]
80
70
60
50
40
30
20 without Ozone
10 with Ozone
0
100 200 300 400 500 600 700 800
Reaction Temperature [deg C]
Figure 12. Relationship between reaction temperature and inversion rate of n-octane in vapour-phase
combustion
5.3. Concentration of combustion product gases
On vapour-phase combustion reactions of n-octane with/without ozone, concentration of

carbon dioxide and carbon monoxide is measured. Relationship between product gas
concentration and reaction temperature is indicated in Figure 13. When with/without ozone
flow into saturation vessel, concentration of carbon monoxide that is produced at the time of
incomplete combustion gradually increases until 600 degrees C. Then concentration of
carbon monoxide rapidly decreases in 700 degrees C of reaction temperature, and
simultaneously, carbon dioxide increases very quickly in the case of combustion with dry
air. Furthermore, in combustion with ozone-rich air, concentration of carbon dioxide
indicates rapidly higher in 600 degrees C. It is supposed that n-octane with ozone
combustion almost achieve complete combustion in 100 degrees lower than without ozone
combustion. As a result, it is suggested that combustion reactions with/without ozone
indicate a same reactions and proceed simultaneously with different reactions below.
Combustion reactions of n-octane without ozone
n C8 H18 O2
intermediate I H 2O CO intermiediate I H 2O CO2 300 ~ 500 degrees C
Combustion reactions of n-octane with ozone
n C8 H18 O2
intermediate I H 2O CO intermiediate I H 2O CO2 300 ~ 500 degrees C
Combustion reactions of n-octane with ozone
n C8 H18 O3 intermediate II H2O CO2 300 ~ 500 degrees C
Intermediate (I) and (II) in chemical equation indicate reaction products in combustion
with/without ozone respectively. Combustibility of intermediate (II) is possibly higher than
intermediate (I) and carbon dioxide directly generate by complete combustion. Therefore,
concentration of carbon monoxide against reaction temperature indicates a similar tendency
regardless of ozone injection. Furthermore, it is found that the intermediate product is
obtained by GC-FID when mixture gas of n-octane and ozone or dry air is combusted. In
addition, the intermediate product is NOT detected under the condition of only mixing
vapour n-octane and ozone or dry air.
14
CO2 (without Ozone)

12 CO (without Ozone)
Consentration of n-C8H18 vol%
CO2 (with Ozone

10 CO (with Ozone
0
200 300 400 500 600 700 800
Reaction Temeraturedeg. C
Figure 13. Relationship between product gas concentration and reaction temperature
5.4. Combustion heat

On vapour-phase combustion reactions of n-octane with/without ozone, maximum
combustion heat in electric furnace is measured when reaction temperature is from 300 to
600 degrees C (Figure 14). Combustion heat with ozone indicates around 10 degrees C lower
on each reaction temperatures compared with dry air (without ozone). One of the reasons of
low combustion heat is possibly intermediate products caused by ozone.
Besides, the time to even out the combustion heat of electric furnace takes approximately 10
minutes in the case of ozone injection, although combustion heat without ozone takes more
than 30 minutes. Ozone injection may contribute stable combustion because the time to even
out the temperature of electric furnace also becomes shorter than without ozone.
650
Maximum Temperature during
600 without Ozone 614 612

with Ozone
Combustion [deg. C]
550
500 511 509
450
400 416 406
350
300 319 310
250
200
300 400 500 600
Reaction Temperature [deg. C]
Figure 14. Relationship between maximum combustion heat and reaction temperature
6. Conclusion
FTIR spectra of vaporised hydrocarbon compounds (commercially available petrol and light
diesel oil) mixed with discharged dry air were analysed for investigating intake stroke.
Reaction products were found after ozone injection at around 1725cm-1 of FTIR spectra, and
generation rate of it was strongly related to ozone concentration. Furthermore, it was found
that thin ozone (0.76g/m3) contributed to the generation of the reaction products, and ozone
unused for the reaction was detected as extra at around 1058cm-1 and 2120cm-1.
Hydrocarbon combined with oxygen atom or molecule was detected by GC-MS and many
of these reaction products had the FTIR spectra near 1725cm-1. Extra ozone logically
decomposed in the cylinder under the condition of the high pressure and high temperature.
It was supposed that hydrocarbon was progressively ozonised in the cylinder, and these
reaction products contributed to an efficient combustion.
It was found that the inversion rate indicates approximately 20% higher than without ozone
especially in low temperature around 300 degrees C of reaction temperature. Furthermore, it
is supposed that n-octane with ozone combustion almost achieve complete combustion in
100 degrees lower in comparison with air combustion. One of the reasons of high
combustibility is possibly intermediate product obtained by combustion of mixture gas of n-
octane and ozone.
Author details
Nobuya Hayashi
Kyushu University, Faculty of Engineering Sciences, Dep. of Engineering Science, Japan
Yoshihito Yagyu, Hideo Nagata, Hiroharu Kawasaki and Yoshiaki Suda

Sasebo National College of Technology, Japan
Seiji Baba
Densoken Co., Ltd., Japan
Acknowledgement
The authors would like to express our great thanks to Dr. ICHINOSE Hiromichi (Saga
ceramics research laboratory). We also would like to thank the following people for their
contribution to this research: Mr. YOSHIMURA Toyoji, Mr. TSUBOTA Takuya, Mr.
YAMAGUCHI Masanori and Mr. IWAMOTO Genki. This research was partially supported
by Grant in-Aid for Innovative Collaborative Research Projects of Sasebo National College
of Technology, and the Education & Research Grant Program for Cooperation between
Toyohashi University of Technology and National College of Technology (Kosen).
7. References
B. Kegl Influence of biodiesel on engine combustion and emission characteristics, Applied
Energy, 88(5), pp. 1803-1812 (2011)
Imagineering Inc.: JP 19-113570(A)
M. Wilk & A. Magdziarz, Ozone Effects on the Emissions of Pollutants Coming from
Natural Gas Combustion, Polish J. of Environ. Stud. 19(6), pp. 1331-1336 (2010)
M.Y. Kim, S.H. Yoon, B.W. Ryu & C.S. Lee, Combustion and emission characteristics of
DME as an alternative fuel for compression ignition engines with a high pressure
injection system, Fuel, 87(12), pp. 2779-2786 (2008)
Nissan Motor Co., Ltd.: JP 15-113570(A)
NIST Standard Reference Database Number 69. (online), available from
<http://webbook.nist.gov>
S. Verhelst & T. Wallner, Hydrogen-fueled internal combustion engines, Progress in
Energy and Combustion Science, 35(6), pp. 490-527 (2009)
Sun chemical Co., Ltd.: JP 7-301160
T. Tachibana, K. Hirata, H. Nishida, & H. Osada, Effect of ozone on combustion of

compression ignition engines, Combustion Flame, vol. 85(3), pp.515519 (1991)
T.M.I. Mahlia, S. Tohno, T. Tezuka, A review on fuel economy test procedure for
automobiles: Implementation possibilities in Malaysia and lessons for other countries,
Renewable and Sustainable Energy Reviews, 16(6), pp. 4029-4046 (2012)
Chapter 3
Syngas Application to Spark Ignition Engine

Working Simulations by Use of Rapid
Compression Machine
Eliseu Monteiro, Marc Bellenoue, Julien Sottton and Abel Rouboa
http://dx.doi.org/10.5772/48088
1. Introduction
It has become more and more urgent to find alternative fuels or alternative sources of energy
for transportation systems as reserves of standard fossil fuels are decreasing very rapidly.
Therefore it is necessary to find alternative fuels to be used in the standard internal
combustion engine to bridge this gap. Biomass is considered as the renewable energy source
with the highest potential to contribute to the energy needs of modern society for both the
developed and developing economies world-wide [1]. Energy from biomass, based on short
rotation forestry and other energy crops, can contribute significantly towards the objectives of
the Kyoto Agreement in reducing the greenhouse gases emissions and to the problems related
to climate change [2]. The gasification of biomass allows the production of a synthesis gas or
syngas, consisting primarily of H2, CO, CH4, CO2 and N2 [3]. The specific composition
depends upon the fuel source and the processing technique. These substantial variations in
composition and heating value are among the largest barriers toward their usage.
The main advantage that comes from the use of syngas in SI engines over the conventional
liquid, petroleum-based fuels is the potential for increased thermal efficiency [4]. This is
attributed to the relatively high compression ratios permitted, usually by converting Diesel
engines for gaseous fuel operation in the SI mode [5], since CO and CH4 are characterized by
high anti-knock behavior [6]. On the contrary, the relatively increased end-gas temperature,
which the fast flame propagation rate of H2 can produce during combustion and can be
responsible for knock onset, is compensated for by the presence of diluents in the fuel (N2
and CO2). Their effect on combustion is to lower flame speed and so decrease the in-cylinder
pressures and temperatures. The moderation of peak gas temperatures during combustion,
attributed to this feature, has also a reduction effect on NOx emissions [8]. Besides, the
2012 Monteiro et al., licensee InTech. This is an open access chapter distributed under the terms of the
drawback of reduced power output using fuels with relatively low heating values can be
partially balanced by turbo-charging the engine. Towards the direction of minimizing this
power derating when, for example, syngas with low heating value equal to 46 MJ/Nm3 is
used instead of natural gas with low heating value of approximately 30 MJ/Nm3, contributes
the fact that the syngas stoichiometric airfuel ratio is about 1.2 compared with the value of
17 for the natural gas case. Thus, the energy content per unit quantity of mixture (air + fuel)
inducted to the cylinder is only marginally lower when using syngas, compared with the
corresponding natural gas case [9].
In single-cylinder or multi-cylinder engines, it is very difficult to control the combustion,

because parameters are coupled with each other under engine operating conditions. For this
reason, the use of a rapid compression machine (RCM) allows to elucidate about
combustion characteristics and visualize combustion phenomena [10-15].
In this chapter, two typical mixtures of H2, CO, CH4, CO2 and N2 have been considered as
representative of the producer gas coming from wood gasification, and its turbulent
combustion at engine-like conditions is made in a rapid compression machine designed to
simulate the thermodynamic cycle of an engine, particularly compression and expansion
strokes, in order to improve current knowledge and provide reference data for modeling
and simulation with the objective of its application in stationary energy production systems
based on internal combustion engines.
2. Materials and methods

2.1. Syngas
Gasification is the thermo-chemical conversion of a carbonaceous fuel at high temperatures,
involving partial oxidation of the fuel elements. The result of the gasification is a fuel gas -
the so-called syngas - consisting mainly of carbon monoxide (CO), hydrogen (H2), carbon
dioxide (CO2), water vapor (H2O), methane (CH4), nitrogen (N2), some hydrocarbons in very
low quantity and contaminants, such as carbon particles, tar and ash.
Syngas-air mixtures and methane-air mixture are prepared in bottles by means of partial
pressure method, and then the mixture is prepared within the chamber by adding syngas
and air at specified partial pressures. The purity of the gases is in all cases at least 99.9%. The
typical syngas compositions are shown in the Table 1.
Gasifier H2 CO CO2 CH4 N2

Updraft 11 24 9 3 53
Downdraft 17 21 13 1 48
Table 1. Syngas compositions (% by volume)
The simplified chemical reaction that expresses the stoichiometric combustion of syngas for
syngas typical compositions is [16]:
Syngas Application to Spark Ignition Engine Working Simulations by Use of Rapid Compression Machine 53
a b
aH 2 bCO cCH 4 dCO2 eN 2 2c (O2 3.76 N 2 )
2 2
(1)
a b
b c d CO2 a 2c H2O e 3.76 2 2 2c N2

Where a,b,c,d, and e are molar coefficients. Five experiments for each mixture and ignition
timing were performed in order to assure the good reproducibility of the signals. For single
compression the maximum difference between peak pressures is: 1.8 bar for ignition at top
dead center (TDC) (70 bar on average, which represents an error of 2.5%); 0.8 bar for ignition
timing at 5.0 ms before TDC (BTDC) (69.2 bar on average representing an error of 1.1%); 0.5
bar for ignition timing at 7.5 ms BTDC (68.8 bar on average, which represents an error of
0.7%); 0.5 bar for ignition timing at 12.5 ms BTDC (68.4 bar on average representing an error
of 0.7%). For compression-expansion the maximum difference between peak pressures is: 0.2
bar for ignition timing at 5 ms BTDC (30 bar on average representing an error of 0.7%); 0.1
bar for ignition timing at 7.5 ms BTDC (38 bar on average, which represents an error of
0.03%); 0.8 bar for ignition timing at 12.5 ms BTDC (47.5 bar on average representing an
error of 1.7%).
2.1.1. Syngas flammability limits

The flammability limit is the most widely used index for representing the flammability
characteristics of gases. In accordance with generally accepted usage, the flammability limits
are known as those regions of fuelair ratio within which flame propagation can be possible
and beyond which flame cannot propagate. And there are two distinct separate
flammability limits for the fuelair mixture, namely, the leanest fuel-limit up to which the
flame can propagate is termed as lower flammability limit (LFL), and the richest limit is
called as upper flammability limit (UFL).
The purpose of this study is to determine the flammability limits of syngas-air mixtures as
guidance for stationary energy production systems. As the conditions in an energy
production scenario are different, namely in terms of pressure, some apparatus
characteristics referred in the standards described above are not followed. The flammable
region obtained will be narrower than the actual flammable region.
In this context, prior to our experimental work, various measurements of the flammable
region of syngas-air mixtures with a specific ignition system providing ignition energy of 45
mJ and initial conditions of 293 K for temperature and 1.0 bar and 3.0 bar for pressure.
The syngas-air mixtures were prepared within the spherical chamber using two 10L bottles
previously prepared with the syngas composition and another with compressed
atmospheric air by the partial pressure method. The equivalence ratio was varied in 0.1
steps. The flammability limits using for different initial conditions of pressure is shown in
figures 1-2. In the boundaries of the flammable region ten shots were made in order to get
the ignition success.
100%
80%
Ignition success (%)
60% Pi=1.0 bar
Pi=3.0 bar
40%
20%
0%
0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5
Equivalence ratio
Figure 1. Flammability limits of the updraft syngas-air mixture.
100%
80%
Ignition success (%)
60% Pi=1.0 bar
Pi=3.0 bar
40%
20%
0%
0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8
Equivalence ratio
Figure 2. Flammability limits of the downdraft syngas-air mixture.
Figure 1 shows that the flammable region for the updraft syngas-air mixture for 1.0 bar and
293K is between 0.4 and 1.4 equivalence ratios. Increasing the initial pressure to 3.0 bar, the
lean flammability limit is reduced to =0.5.
Figure 2 shows that the flammable region for the downdraft syngas-air mixture for 1.0 bar
and 293K is between 0.3 and 1.6 equivalence ratios. Pressure increase for =0.3 is only 20% of
the initial pressure. Increasing the initial pressure to 3.0 bar, the lean flammability limit is
reduced to =0.4.
2.1.2. Burning velocity

The stretched burning velocity, Su, of the propagating flame is calculated by the following
expression [17]:
2
-
1 1 3
rv Pi Pi Pv - P dP
Su 1 - (2)
3( Pv - Pi ) P P Pv - Pi dt

Where Pi and Pv are the initial and maximum pressure, respectively. is the specific heat
ratio of the mixture and rv is the radius of the combustion chamber.
The simultaneous change in the pressure and temperature of the unburned mixture during a
closed vessel explosion makes it necessary to rely on correlations which take these effects
into account like the one proposed by [18]:

T P
Su Su (3)
T0 P0
0
Where, T0 and P0, are the reference temperature and pressure, respectively. and , are
temperature and pressure exponents, respectively and Su0 the reference burning velocity.
The correlations of laminar burning velocities of the typical syngas compositions of the type

Su Su0 T / T0 P / P0 under stoichiometric conditions are [16]:
Su 0.303 T / T0 P / P0
1.507 -0.259
(4)
Su 0.345 T / T0 P / P0
1.559 0.156
(5)
where, T is the temperature, P the pressure and the index 0 represents reference conditions
(1.0 bar, 293 K).
2.2. Rapid compression machine

The experiments were conducted in a rapid compression machine (RCM) at the Institute P
of the ENSMA. This RCM has been designed in such a manner that the piston velocity
evolves similarly as it does in a real engine. Volumetric compression ratio of the RCM can be
varied from =9.1 to =18.8 by changing the clearance volume. The RCM features a square
cross/section with rounded corners piston (5050, r=3.6 mm), allowing flat windows to be
mounted on lateral sides of the chamber; this enables direct visualizations and planar laser
sheet measurements within the whole dead volume (Fig. 3).
The piston is equipped with a squared sealing ring but also with a square shaped guiding
ring, to avoid asymmetric formation of corner vortex. Moreover the RCM features a long
compression stroke (S=419 mm), providing a wider visualization window at top dead center
(TDC) for a given compression ratio. Compression of reactive mixtures is obtained as
follows. A hydraulic cylinder sets a cam into motion. The horizontal translation is
transformed into a vertical motion via a guiding wheel. The RCM is equipped with a return
cylinder to keep the contact between the cam and the guiding wheel; this ensures that the
volume of the chamber is well stabilized at TDC.
The RCM is fitted with a heating system in the chamber walls to vary the initial temperature
at bottom dead center (BDC) between 293 and 373 1.5K.
6 7 8 9
3
4
Figure 3. RCM scheme. (1) Cylinder/combustion chamber, (2) return cylinder, (3) guiding wheel, (4)
Brake system, (5) Piston, (6) Connecting rod, (7) Cam, (8) hydraulic cylinder, (9) lever.
The mechanical part of the RCM is based on the principle of the catapult. A cylinder,
commanded by a high-speed servo valve (response time of approximately 5 ms) and
supplied with a hydro-electric power station allowing a flow of 400 l/min, drives a steel rod
of large dimensions (length 775 mm, thickness 50 mm, H section) which in turns drive a
carriage of 40 kg at high speed installed horizontally on rails. This carriage is equipped with
a cam whose profile actuates a roller that supports the piston vertical movement. The profile
is calculated to reproduce the movement of an engine running at around 700 rpm. It was
necessary to install hydraulic brakes (ordered in a mechanical way, by safety) on the way of
the carriage in order to stop it, which passes from 0 to 40 km/h and then from 40 km/h to 0.
Everything will take 60 ms, which explains the 5 meters length of the machine.
The RCM is equipped with various measurement means: a laser sensor to measure
displacement, inductive sensors positioned along the axis of the piston to start the optical
instrumentation and to generate the spark, a sensor to measure the dynamic pressure in the
combustion chamber, as well as a thermocouple used during special tests where the
chamber is heated, and controlled in temperature. The chamber is equipped with valves
intended for the draining and filling of gas mixtures, as well as a secondary cylinder to
create controlled aerodynamic effects representative of those found in engines (swirl
movement, tumble or homogeneous turbulence).
The RCM control is managed by a PC. The measuring signs (pressure, piston position, wall
temperature, heat flux, etc.) are registered simultaneously by a data acquisition system (National
Instrument 6259) and integrated in the interface. Also some RCM controlling parameters
(brakes pressure, hydraulic pressure, piston position, contact cam/lever, etc.) are taking into
account for security reasons. The interface also controls the signals of the lasers and camera.
In an ideal spark-ignited internal combustion engine one can distingue three stages:
compression, combustion and expansion. The entire pressure rise during combustion takes
place at constant volume at TDC. However in an actual engine this does not happen as well
as in the RCM. The pressure variation due to combustion in a compression and expansion
rapid compression machine is shown in figure 4 where three stages of combustion can be
distinguished.
70
12.5 ms BTDC C
60 Motoring
50
Pressure (bar)
40
30
20 B
A
10
D
0
90 100 110 120 130 140 150 160 170 180
Time (ms)
Figure 4. Stages of combustion in a RCM.
In this figure, A is the point of passage of spark, B is point at which the beginning of
pressure rise can be detected and C the attainment of peak pressure. Thus, AB represents the
first stage, BC the second stage and CD the third stage [19].
The first stage is referred to as ignition lag or preparation phase in which growth and
development of a self-propagating nucleus of flame takes place. This is a chemical process
depending upon both pressure and temperature and the nature of the fuel. Further, it is also
dependent of the relationship between the temperature and the rate of reaction.
The second stage is a physical one and is concerned with the spread of the flame throughout the
combustion chamber. The starting point of the second stage is where the first measurable rise of
pressure is seen, i.e. the point where the line of combustion departs from the compression line
(point B). This can be seen from the deviation from the compression (motoring) curve.
During the second stage the flame propagates practically at a constant velocity. Heat
transfer to the cylinder wall is low, because only a small part of the burning mixture comes
in contact with the cylinder wall during this period. The rate of heat release depends largely
of the turbulence intensity and also of the reaction rate which is dependent on the mixture
composition. The rate of pressure rise is proportional to the rate of heat release because
during this stage, the combustion chamber volume remains practically constant (since the
piston is near the TDC).
The starting point of the third stage is usually taken at the instant at which the maximum
pressure is reached (point C). The flame velocity decreases during this stage. The rate of
combustion becomes low due to lower flame velocity and reduced flame front surface. Since
the expansion stroke starts before this stage of combustion, with the piston moving away
from the TDC, there can be no pressure rise during this stage.
2.2.1. Aerodynamics inside the RCM

Although in principle RCM simulates a single compression event, complex aerodynamic
features can affect the state of the reacting core in the reaction chamber. Previous studies [20,
21] have shown that the motion of the piston creates a roll-up vortex, which results in mixing
of the cold gas pockets from the boundary layer with the hot gases in the core region.
However, substantial discrepancies have been observed between data taken from different
rapid compression machines even under similar conditions of temperature and pressure [22].
These discrepancies are attributed partly to the different heat loss characteristics after the end
of the compression stroke and partly to the difference in aerodynamics between various
machines. The effect of aerodynamics is particularly more complicated because it does not
show up in the pressure trace and it may lead to significant temperature gradients and
ultimately to the failure of the adiabatic core hypothesis.
The aerodynamics inside a rapid compression machine is highly unsteady in nature; it plays
a role in pre-ignition through turbulent mixing, but also because it drives the evolution of
the temperature distribution. The characterization of the temporal evolution of the flow, and
quantify the distribution and turbulence intensity is made using an inert gas N2 to simplify
the diagnosis and avoiding the disruption of PIV images by possible oxidation of unwanted
particles. The flow remains representative of the reactive case when the heat release is
negligible. Measurements on the total extent of the clearance volume and at the center of the
chamber were made.
2.2.1.1. Velocity fluctuations
The study of turbulent flows is generally based on the Reynolds decomposition, where the
instantaneous velocity (U) is decomposed into an averaged (<U>) part and a fluctuating (u)
part: U = <U> + u.
In most cases, a global average is used to estimate mean velocity. Using this approach in an
engine results in substantial overestimation of the turbulent intensity that can reach a factor
of 2 [23]. Indeed, the cyclical fluctuations of the overall movement (such as large eddy scale
movement) are included in the fluctuating field as well as fluctuations in velocity caused by
the turbulent nature of the flow.
Instantaneous. velocity
Figure 5 shows the time evolution of the velocity field during an inert gas compression. It is
observed 10 ms BTDC a laminar one-dimensional compression flow. A zone of high
velocities (5 to 8 m/s), where the flow is turbulent, that come in the center of the clearance
volume 5 ms after. The laminar flow of this zone becomes two-dimensional and diverging to
the walls. The turbulent zone reaches TDC and occupies a large part of the chamber at that
moment. The flow in this zone is structured by two counter-rotating vortices, which is
consistent with the literature where the movement of the piston brings the gas from the side
wall toward the center of the chamber, forming vortices on the corners. These vortices then
move to the side walls and after down the chamber. Simultaneously, the maximum velocity
of the flow gradually decreases, and the size of the 'laminar' zone observed at the end of
compression decreases. The disappearance of this zone occurs approximately 17 ms after
TDC, although some low velocity zones remain. 40 ms after TDC, the corner vortices are
replaced by a fragmented and highly three-dimensional flow.
The coexistence of laminar and turbulent regions is characteristic of MCR flat piston flow,
where the gases are at rest before compression. One can observe a certain asymmetry in
vortices velocity, with lower values at TDC and close to the walls (figure 5). This asymmetry
reflects the exchange of kinetic energy that occurs in the strain layer between the vortex and
the zone of lower flow. The velocity gradient direction at the zone interface may also be
parallel to the mean flow, as is in the case of few milliseconds before TDC. In this case, if the
inertia of the high speed zone regrowth clearly the core zone, the turbulent nature of the
Figure 5. Inert compression velocity fields (m/s) in the RCM [15].

flow at the interface is also likely to accelerate the decrease in the extent of the core zone.
This emphasis the existence of two ranges of scales associated with mixing phenomenon:
those of the overall movement, and those of turbulence. Moreover, the overall velocity of the
movement decreases rapidly if the flow stops. Thus, reflecting the kinetic energy transfer
from large scales to the turbulent scales.
2.2.1.2. Analysis of the flow at the chamber core
The whole movement has been analyzed, and an initial assessment of turbulent fluctuations
was provided from the whole filed measurements. Specific field measurements are now
exposed to evaluate the properties of turbulence in detail. The turbulent characteristics are
evaluated thanks to particle image velocimetry (PIV) measurements with time resolution of
5 kHz along one field of 13x13 mm and image resolution of 512x512 pixels. The investigated
zone is close to the center of the chamber (1.5 mm to the left), where the mean and
fluctuating velocities remain relatively high along a 10 ms period after TDC. Figure 6 shows
the fluctuation velocity components in this zone. It is observed that both velocity
components fluctuations decrease after TDC with similar amplitude. The maximum of flow
velocity is obtained 2-3 ms before TDC with values around 0.65 m/s. It is followed by a rapid
decrease to around 0.4 m/s that reflect the overall decrease of the convection of the fastest
zones outside the measured field.
0.8
Velocity fluctuations (m/s)
0.7
V'
0.6
U'
0.5
0.4
0.3
0.2
0.1
0
-5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
Time ATDC (ms)
Figure 6. Time evolution of the variation of velocity fluctuations [15].
Both velocity components fluctuations decrease after TDC with similar amplitude. The
kinetic energy (k) is evaluated only from two velocity components (u,v) as follows:
k u' 2 v' 2 (6)
It is therefore, slightly underestimated (~20%) due to the lack of the third component. The
turbulent intensity I obtained by:
u'
I (7)
U
Where u is the root mean square (rms) of the turbulent velocity fluctuations and U the
mean velocity (Reynolds averaged).
Figure 7 represents the kinetic turbulent energy. The maximum of kinetic energy is obtained
2-3 ms before TDC. It is followed by a rapid decrease that reflects both the overall decrease
of the turbulent kinetic energy but also the convection of the fastest zones outside the
measured field.
Figure 7. Kinetic energy (left) and turbulence intensity (right) [15].
The turbulent intensity is moderate, with a value of about 20% with minor variations over
time. One should remind that this value corresponds to a high velocity turbulent zone.
3. Results and discussion

The RCM can work on two distinctive modes: single compression stroke and compression
and expansion strokes.
Single compression is generally used for the study of high pressure auto-ignition of
combustible mixtures as it gives direct measure of ignition delay [11]. When the interest is
the heat transfer to the walls then it is usually used an inert gas, with equal adiabatic
coefficient as the reacting mixture, as a test gas. In this work instead of an inert gas a
stoichiometric syngas-air mixture was used out of auto-ignition conditions in order to
provide data for the thermal model simulation.
Compression and expansion strokes simulate a single engine cycle of an internal

combustion engine under easily controlled conditions and a cleaner environment than the
traditional internal combustion engine.
3.1. Single compression

Figures 8-9 show RCM experimental pressure histories of stoichiometric syngas-air mixtures
for various spark times and compression ratio =11. Four ignition timings were tested: TDC,
and 5.0, 7.5 and 12.5 ms before TDC, respectively.
80
0.0 ms BTDC
5.0 ms BTDC
60
7.5 ms BTDC
Pressure (bar)
12.5 ms BTDC
Compression
40
20
0
80 90 100 110 120 130 140 150 160 170 180 190 200
Time (ms)
Figure 8. Pressure versus time for stoichiometric updraft syngas-air mixture at various spark times.
80
0.0 ms BTDC
5.0 ms BTDC
60
7.5 ms BTDC
12.5 ms BTDC
Pressure (bar)
Compression
40
20
0
80 90 100 110 120 130 140 150 160 170 180 190 200
Time (ms)
Figure 9. Pressure versus time for stoichiometric downdraft syngas-air mixture at various spark times.
In both syngas cases, peak pressure decreases as the ignition time increases. When ignition
is made at TDC, combustion will occur at constant volume, in the clearance volume. In this
case, one has higher initial pressure and temperature and no influence of the flow of the
fresh mixture being compressed by the piston movement, which reduces turbulence and, in
turns, the heat transfer. As far as ignition timing concerns, the deviation from TDC allows
lower initial pressure and temperature for combustion in the compression stroke and
consequently lower peak pressure. It is also observed a reduction in the pressure gradient
after TDC, which means that the heat released by combustion of syngas-air mixtures is not
enough to keep the same pressure gradient. One can observe that the pressure gradient is
kept for ignition timing of 12.5 ms BTDC.
As mentioned above, experiments with stoichiometric methane-air mixture were also

performed for comparison reasons and the results are shown in Fig. 10.
100
0.0 ms BTDC
80 5.0 ms BTDC
7.5 ms BTDC
12.5 ms BTDC
60
Pressure (bar)
Compression
40
20
0
80 90 100 110 120 130 140 150 160 170 180 190 200
Time (ms)
Figure 10. Pressure versus time for stoichiometric methane-air mixture at various spark times.
This mixture follows the same behaviour of the typical syngas compositions nevertheless
with higher pressures. For these results contributes the fact that the syngas stoichiometric
airfuel ratio ranges between 1.0 (downdraft) and 1.12 (updraft) compared with the value
of 9.52 for methane. Taking into account that the RCM chamber has 1.0 Liter, the energy
introduced in to the chamber is 2.60 kJ in the updraft case, 2.85 kJ in the downdraft case
and 3.38 kJ in the methane case for stoichiometric conditions. These values are in
agreement with the obtained cylinder pressures, however not proportional in terms of
peak pressures due to the influence of heat losses. These are mainly dependent of the
quenching distance as well as thermal conductivity of the mixture. The higher burning
velocity of methane (see Ref. [24]) compared to syngas compositions also cause a more
intensified convection.
3.1.1. Direct light visualization from chemiluminescence emission

Direct visualizations of the flame propagation in a RCM are shown in Fig. 11 for updraft
syngas and for ignition at TDC and 12.5 ms BTDC, to clearly establish differences.
Figure 11. Direct visualization of stoichiometric updraft syngas-air mixtures combustion in a RCM. (a)
Ignition at TDC; (b) Ignition at 12.5 ms BTDC [25].
When the ignition is made at TDC the combustion occurs at constant volume, in the
clearance volume. Direct visualizations show an explosion with fast and turbulent flame
propagation with combustion duration of about 17.5 ms. In opposite, the initial phase of
combustion shows a quasi-spherical relatively smooth flame kernel specially for ignition
timing of 12.5 ms BTDC. The flame kernel propagation is laminar and at some point
experience flattening due to piston movement reaching the TDC. After that, a change to
constant volume combustion occurs. The whole combustion duration is around 22.5 ms,
which represents a remarkable increase compared with the full constant volume
combustion. The deviation of the spark plug from TDC allows lower initial pressure and
temperature for combustion in the compression stroke and lower turbulence intensity
[12].
3.2. Compression expansion

Figures 12-14 show RCM experimental pressure histories of stoichiometric syngas-air
mixtures and methane-air for various spark times and compression ratio =11. The ignition
timings tested were 5.0 ms, 7.5 ms and 12.5 ms BTDC.
60
5 ms BTDC
50
7.5 ms BTDC
40 12.5 ms BTDC
Pressure (bar)
30
20
10
0
90 100 110 120 130 140 150 160 170 180
Time (ms)
Figure 12. Pressure versus time for stoichiometric updraft syngas-air mixture at various spark times.
70
60
5 ms BTDC
7.5 ms BTDC
50
12.5 ms BTDC
Pressure (bar)
40
30
20
10
0
90 100 110 120 130 140 150 160 170 180
Time (ms)
Figure 13. Pressure versus time for stoichiometric downdraft syngas-air mixture at various spark times.
80
70 5 ms BTDC
60 7.5 ms BTDC
12.5 ms BTDC
50
Pressure (bar)
40
30
20
10
0
90 100 110 120 130 140 150 160 170 180
Time (ms)
Figure 14. Pressure versus time for stoichiometric methane-air mixture at various spark times.
From Figs. 12-14 it is observed that the in-cylinder pressure increases as the spark time
deviates from TDC. If combustion starts too early in the cycle, the work transfer from the
piston to the gases in the cylinder at the end of the compression stroke is too large. If the
combustion starts too late, the peak cylinder pressure is reduced, and the stroke work
transfer from the gas to the piston decreases. Another observation that is brought out from
these figures is that higher pressures are obtained with methane-air mixture followed by
downdraft syngas-air mixture and lastly by updraft syngas-air mixture, which represents
the same behavior observed in the single compression case.
Making a parallel with the laminar combustion case where the performances of updraft and
downdraft syngas are similar (see Ref. [24]). This behaviour is not found in turbulent
conditions, where peak pressure of downdraft syngas is higher in about 25%. As the
turbulent burning velocity could be considered as proportional to the laminar one [26], the
correlations (Eq. 5, 6) shows that the laminar burning velocity increases with temperature
increase and decreases with the increase of pressure. Temperature is irrelevant in this
comparison since the temperature coefficient is similar for both syngas compositions.
However, pressure coefficient for updraft syngas is 40% higher in relation to downdraft
syngas coefficient. This means that the higher pressures used on the RCM have a higher
impact in reducing the laminar burning of updraft syngas composition and, thus, justifying
the lower pressures obtained in turbulent conditions.
3.2.1. Direct light visualization from chemiluminscence emission

Burning of a mixture in a cylinder of a SI engine may be divided into the following phases:
(1) spark ignition, (2) laminar flame kernel growth and transition to turbulent combustion,
(3) turbulent flame development and propagation, (4) near-wall combustion and after
burning. Figures 15-17 show flame propagation images of stoichiometric syngas-air
mixtures combustion and stoichiometric methane-air mixtures in a RCM, where is possible
to observe these first three phases of combustion and the corresponding pressure.
In these figures, after the passage of spark, there is a point at which the beginning of
pressure rise can be detected. This stage is referred to as ignition lag or preparation phase in
which growth and development of a self propagating nucleus of flame takes place. This is a
chemical process depending upon both pressure and temperature and the nature of the fuel.
Therefore, this stage is longer for earlier ignition timings as shown in the figures 15-17.
Pictures of this initial phase of combustion show an initially quasi-spherical, relatively
smooth flame kernel for syngas compositions and methane.
After this stage and up to the attaining of peak pressure another stage of combustion could
be considered as second stage. This is a physical one and is concerned with the spread of the
flame throughout the combustion chamber. The starting point of the second stage is where
the first measurable rise of pressure is seen, i.e. the point where the line of combustion
departs from the compression (motoring) line. This can be seen from the deviation from the
Figure 15. Direct visualization of stoichiometric updraft syngas-air flame in a RCM for various Ignition
timings. (a) 5 ms BTDC; (b) 12.5 ms BTDC [25]
Figure 16. Direct visualization of stoichiometric downdraft syngas-air flame in a RCM for various
Ignition timings. (a) 5 ms BTDC; (b) 12.5 ms BTDC [25].
Figure 17. Direct visualization of stoichiometric methane-air flame in a RCM for various Ignition
timings. (a) 5 ms BTDC; (b) 12.5 ms BTDC [25].
motoring curve. During the second stage the flame propagates practically at a constant
velocity. Heat transfer to the cylinder wall is low, because only a small part of the burning
mixture comes in contact with the cylinder wall during this period. The rate of heat release
depends largely of the turbulence intensity and also of the reaction rate which is dependent
on the mixture composition [27]. The rate of pressure rise is proportional to the rate of heat
release because during this stage, the combustion chamber volume remains practically
constant (since the piston is near the TDC where the turbulence intensity is higher [15]).
Therefore, comparing the three fuels, it is observed that this stage of combustion is faster for
methane, followed by downdraft syngas and finally by updraft syngas. This behavior is in
agreement with the heat of reaction of the mixtures as well as with the laminar burning
velocity of typical syngas compositions.
The starting point of the third stage is usually taken at the instant at which the maximum
pressure is reached. The rate of combustion becomes low due to lower flame velocity and
reduced flame front surface. Direct flame visualizations of this stage are not shown in the
figures 15-17 because the combustion continues in the expansion stroke, i.e. away from the
clearance volume. Since the expansion stroke starts before this stage of combustion, with the
piston moving away from the TDC, there can be no pressure rise during this stage.
3.2.2. Ignition timing

Timing advance is required because it takes time to burn the air-fuel mixture. Igniting the
mixture before the piston reaches TDC will allow the mixture to fully burn soon after the
piston reaches TDC. If the air-fuel mixture is ignited at the correct time, maximum pressure
80 10
70
8
60
max (ms ATDC)
50 6
Pmax (bar)
40
30 Updraft
4
Downdraft
20
Methane 2
10
0 0
2.5 5.0 7.5 10.0 12.5 15.0
Ignition Timing (ms BTDC)
Figure 18. Pressure peak (continuous lines) and pressure peak position (dashed lines) versus ignition
timing for stoichiometric syngas-air and methane-air mixtures.
in the cylinder will occur sometime after the piston reaches TDC allowing the ignited
mixture to push the piston down the cylinder. Ideally, the time at which the mixture should
be fully burned is about 20 ATDC [28]. This will utilize the engine power producing
potential. If the ignition spark occurs at a position that is too advanced relative to piston
position, the rapidly expanding air-fuel mixture can actually push against the piston still
moving up, causing detonation and lost power. If the spark occurs too retarded relative to
the piston position, maximum cylinder pressure will occur after the piston is already
traveling too far down the cylinder. This results in lost power, high emissions, and
unburned fuel. In order to better analyze these experimental results, Fig. 18 synthesizes the
peak pressure Pmax, and the position of peak pressure max expressed in milliseconds ATDC
for the variable ignition timing in milliseconds BTDC.
From Fig. 18 it is clear that the in-cylinder pressure increases as the ignition timing is
retarded. The pressure peak occurs latter as the ignition timing decreases. In opposite to
static chamber combustion, the peak pressure does not represent the end of combustion.
However, is possible to conclude that the peak pressure occurs always after TDC.
4. Conclusion
The syngas application to spark ignition engine by the use of rapid compression machine is
made experimentally. There is an opposite behavior of the in-cylinder pressure between
single compression and compression and expansion strokes. The first is that one gets higher
in-cylinder pressures on single compression event than for compression-expansion events,
which emphasis the fact of the constant volume combustion to be the way of getting higher
pressures. The second is that for single compression peak pressure decreases as the ignition
delay increases. In opposite, for compression-expansion the peak pressure increases with the
ignition delay increase. This opposite behaviour has to do with the deviation of the spark
plug from TDC position that influences the combustion duration in the compression stroke
and this extent has different consequences on peak pressure regarding the number of
strokes events. For single compression it reduces the constant volume combustion duration.
For compression-expansion strokes it increases the combustion duration on the compression
stroke where the heat released has the effect of generate pressure before expansion. In both
experimental events, higher pressures are obtained with methane-air mixture followed by
downdraft-syngas and lastly by updraft-syngas. These results could be endorsed to the heat
of reaction of the fuels, air to fuel ratio and also to burning velocity. Crossing the heat value
with the air to fuel ratio conclusion could be drawn that the energy content inside the
combustion chamber is in agreement, however not proportional with the obtained
pressures. Updraft and downdraft syngas compositions have similar burning velocities on
laminar conditions (see Ref. [16, 24]) but the same is not found in turbulent conditions,
where the difference on pressure peak is higher in about 25%. As the turbulent burning
velocity is proportional to the laminar burning velocity, the analysis of the correlations for
laminar burning velocity of typical syngas compositions shows that the effect of pressure is
very significant (pressure coefficient for updraft syngas is 40% higher in relation to
downdraft syngas coefficient). The higher pressure used on RCM also makes temperature to
increase due to compression but the effect of temperature on burning velocity for typical
syngas compositions is irrelevant since the temperature coefficient is of the same order.
Another major finding is that syngas typical compositions are characterized by high ignition
timings due to its low burning velocities.
Author details
Eliseu Monteiro and Abel Rouboa
CITAB, University of Trs-os-Montes and Alto Douro, Vila Real, Portugal
Marc Bellenoue and Julien Sottton

Institute P, ENSMA, CRNS, 86961, Futuroscope Chasseneuil Cedex, France
Acknowledgement
This work is supported by European Union Funds (FEDER/COMPETE - Operational
Competitiveness Programme) and by national funds (FCT - Portuguese Foundation for
Science and Technology) under the project FCOMP-01-0124-FEDER-022696.
This work was made on behalf of the FCT (Portuguese Foundation for Science and
Technology) project PTDC/AAC-AMB/103119/2008.
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combustion system for gaseous fuels at high compression ratios, Journal of the Institute
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characteristics of CH4, H2, CO, and some of their mixtures, Proceedings of the Institution
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[7] S. Rosseau, B. Lemoult, M. Tazerout, Combustion characterization of natural gas in a
lean burn spark-ignition engine, Proceedings of the Institution of Mechanical Engineers,
Part D: Journal of Automobile Engineering 213 (1999) 481-489.
[8] Heywood J.B., Internal combustion engine fundamentals, McGraw-Hill, New York, 1988.
[9] G. Sridhar, P.J. Paul, H.S. Mukunda, Biomass derived producer gas as a reciprocating
engine fuel-an experimental analysis, Biomass Bioenergy 21 (2001) 6172.
[10] C. Strozzi, J. Sotton, A. Mura, M. Bellenoue, Experimental and numerical study of the
influence of temperature heterogeneities on self-ignition process of methane-air mixtures in
a rapid compression machine, Combustion Science and Technology 180 (2008) 1829-1857.
[11] J.F. Griffiths, J.P. MacNamara, C.G.W. Sheppard, D.A.Turton, B.J. Whitaker, The
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[12] S.M. Walton, X. He, B.T. Zigler, M.S. Wooldridge, A. Atreya, An experimental
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[13] G. Cho, G. Moon, D. Jeong, C. Bae, Effects of internal exhaust gas recirculation on
controlled auto-ignition in a methane engine combustion, Fuel 88 (6) (2009) 1042-1048.
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confines et sa modlisation avec une description cintique chimique dtaille, PhD
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[16] Eliseu Monteiro, Combustion study of mixtures resulting from a gasification process of
forest biomass. PhD Thesis, ENSMA, France, 2011.
[17] Lewis B., von Elbe G., Combustion, Flames and Explosions of Gases, 3rd Edition,
Academic Press, 1987.
[18] Metghalchi, M., and Keck, J. C., Laminar Burning velocity of propane-air mixtures at
high temperatures and pressure. Combustion and Flame 38 (1980) 143-154.
[19] Ganesan V. Internal Combustion Engines. McGraw-Hill companies, 1995.
[20] Griffiths J.F, Q. Liao, A. Schreiber, J. Meyer, K.F Knoche, W. Kardylewski. Experimental
and numerical studies of ditertiary butyl peroxide combustion at high pressures in a
rapid compression machine. Combustion and Flame 93 (1993).303-315.
[21] Clarkson J., Griffiths J.F., Macnamara J.P., Whitaker B.J. Temperature fields during the
development of combustion in a rapid compression machine. Combustion and Flame
125 (2001) 1162-1175.
[22] Minetti R., Carlier M., Ribaucour M., E. Therssen, L.R. Sochet. Comparison of oxidation
and autoignition of the two primary reference fuels by rapid compression. Proceedings
of the Combustion Institute 26 (1996) 747-753.
[23] Liou, T.M., Santavicca, D.A. Cycle resolved LDV measurements in a motored IC engine.
Transitions of the ASME. Journal of Fluids Engineering 107 (1985) 232-240.
[24] Eliseu Monteiro, M. Bellenoue, J. Sotton, N.A. Moreira, S. Malheiro, Laminar burning
velocities and Markstein numbers of syngas-air mixtures, Fuel 89 (2010) 1985-1991.
[25] Eliseu Monteiro, J. Sotton, M. Bellenoue, N. A. Moreira, S. Malheiro. Experimental
study of syngas combustion at engine-like conditions in a rapid compression machine.
Experimental Thermal and Fluid Sciences 35 (2011) 1473-1479.
[26] S. Verhelst, R. Sierens, A quasi-dimensional model for power cycle of a hydrogen-
fuelled ICE, International Journal of Hydrogen Energy 32 (2007) 3545-3554.
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Conversion and Management 43 (2002) 1043-1061.
[28] J. Hartman, How to Tune and Modify Engine Management Systems, Motorbooks, 2004.
Chapter 4
Thermodynamic Study of the Working Cycle

of a Direct Injection Compression Ignition Engine
Simn Fygueroa, Carlos Villamar and Olga Fygueroa
http://dx.doi.org/10.5772/50028
1. Introduction
Currently, one of the worldwide most used energy sources are fuels derived from oil, such as
hydrocarbons, that burn with oxygen releasing large amount of thermal energy. This energy
can be transformed into mechanical work by mean of internal combustion engines [1].
Internal combustion engine is a device that allows obtaining mechanical energy from the
thermal energy stored in a fluid due to a combustion process [2].
It should be noted that in reciprocating internal combustion engines (RICE) the combustion
products constitute the working fluid; this simplifies their design and produces high
thermal efficiency. For this reason these engines are one of the lighter weight generating
units known and thus actually are the most commonly used transport engines [3].
The RICE operate following a mechanical cycle consisting of two main parts: the first one is
the closed cycle, where the compression, combustion and expansion processes are carried
out, and the second one is the open cycle where the working fluid is renewed, known as the
gas exchange process and constituted by the intake and exhaust processes [4]. When RICE is
study, it is mandatory to determine the working fluid thermodynamic properties, as well as
the mixture amount that enters and leaves the cylinder [5].
The flow characteristics in spark-ignition engines (SIE) or compression ignition engines (CIE)
can be summarized according to [6] as follows: transient as a result of piston movement,
fully turbulent for all cylinders due to engine velocities and admission duct dimensions, and
three-dimensional due to the engine geometry that also varies during the cycle (contours
varying with time) producing different local velocity fields.
During the gas exchange ondulatory and inertial phenomena processes occur, as well as
instability in the processes that occur within the engine. The variation of in-cylinder
pressure during the intake and the exhaust has a complex pattern, for this reason the
2012 Fygueroa et al., licensee InTech. This is an open access chapter distributed under the terms of the
analytical calculation of gas exchange considering the above-mentioned phenomena is quite

complicated and requires the use of specialized computer programs that use coefficients
obtained experimentally [1].
The basis for calculation of non-stationary non-isentropic flow characteristic of RICE inlet
and outlet ducts, and NO emissions was established in [7]. Various empirical correlations to
take into account heat transfer during gas exchange process and to adjust the Reynolds
number exponential factor in such a way that reduce to only one the adjustment coefficients
were considered in[1,2,4 and 8].
A procedure widely used in both experimental and theoretical study of flow in engines, is to
analyze the engine cycle in absence of combustion, simulating the process of compression-
expansion and making measurements to the engine operating at this condition [5].
In all RICE working cycle processes, there is heat transfer to the cylinder walls, which occurs
with greater intensity during the combustion and expansion due to the high temperature
gradients reached. Woschni [9] proposed equations to determine turbulent convective heat
transfer considering average speed of in-cylinder gases and Annand [10] find correlations to
calculate instant average coefficients for turbulent convection heat transfer using gas
average temperature and proposed correlations to evaluate flame radiation emitted during
combustion. Correlations for convection heat transfer taking into consideration surface
change and cylinder enclosed volume as piston moves was established in [11]. A computer
program to calculate the heat transfer in a RICE combustion chamber using models to
consider turbulence was presented in [12]. A universal correlation for mixture flow in the
admission and exhaust process, correcting the coefficients of Nusselt, Reynolds and Prandtl
numbers was proposed in [13].
In present study the compression process is considered adiabatic and reversible, but in real
engines there is heat transfer between working fluid, valves and cylinder walls. At the
beginning of compression the fluid temperature is lower than the temperature of the
surfaces that surround the cylinder volume, causing an increase in the fluid temperature,
some instant later temperatures get equal and latter on, heat is transferred from the working
fluid to the walls, therefore the politropic coefficient varies during the process [1].
The complexity of the combustion process in RICE because of untimely and incomplete
combustion, dissociation and heat transfer, has encouraged the development of special
techniques for carrying out studies. Adequate realization of this process is decisive in terms
of the produced power and its efficiency having great influence on the engine life and
reliability [14].
Various models have been proposed to study the combustion process such as the Wiebe
burning law applicable to SIE and the Watson law, applicable to CIE [15]. These laws
determine burned mass fraction and heat released depending on the crankshaft rotation
angle. These models used physical constants obtained experimentally. The Rasselier and
Withrow relationship, along with burning laws allow obtaining combustion pressure per
crankshaft rotation degree. To quantify ignition delay there are many correlations as the one
Thermodynamic Study of the Working Cycle of a Direct Injection Compression Ignition Engine 77
proposed by [16], [17], [18] or [19]. Models proposed by [15], [20] and [17] are used to
calculate the burning factor, which is representative of the burned mass fraction in the pre-
mixed phase and the diffusive phase.
Volume changes may be evaluated using an expression proposed by [15], which correlates the
engine dimensions: compression ratio, displaced volume, combustion chamber volume, crank
radius, connecting rod length, and crankshaft rotation angle. Average temperature during
combustion process can be determined using in-cylinder pressure and ideal gas equation [4].
Calculation methods used to obtain equilibrium composition and final state of chemical
species present in the combustion products of a fuel air mixture are well known and are
referenced in the literature [21, 22, 23 and 24]. One of the most complete programs is perhaps
the NASA-Lewis code CEC [25 and 26] which considers liquid and gaseous chemical species,
is extremely versatile and can be used to calculate thermodynamic state, chemical equilibrium,
rockets theoretical behavior and even Chapman-Jouguet detonation properties.
Computer programs for calculating CHO and CHON constant pressure combustion systems
assuming that combustion products were composed of eight and ten chemical species were
presented respectively in [27 and 28]. A code less general than the NASA code, limited to
twelve chemical species CHON combustion systems specifically designed to be applied to
the analysis of internal combustion engines processes was published in [29]. A program for
calculating twelve species CHON constant volume combustion systems, applicable to
temperatures up to 3400 K was presented in [30]. A program, valid for temperatures up to
6000 K, which can be calculate, both constant pressure and constant volume combustion for
an eighteen chemical species CHON system is available in [31].
The working fluid properties function of its temperature, pressure and richness can be
determined by applying thermodynamic basic equations for ideal gas mixtures, considering
the mass fractions of each component in the mixture [32]. Also can be determined through
routines such as FARG and ECP [33 and 34]. To complement the study of the combustion
process, models to determine NO emissions as the extended Zeldovich mechanism, have
been considered. The reason for the use of these models is because the specific constants of
the reaction rate for NO are very small compared to the combustion rate, for this reason it is
supposed that all the species present in the products with the exception of NO, are in
chemical equilibrium.
The expansion process produces mechanical work from energy released during combustion
and ends when exhaust valve opens. At this moment products are expelled from the
cylinder initially at critical speed ranging between 500 and 700 m/s, and then are pushed by
piston movement towards the upper dead center [4 and 15]. Towards the end of the exhaust
during the valve overlap, part of the fresh mixture escapes contributing to the emission of
unburned hydrocarbons and reducing the engine efficiency.
To investigate the gas exchange process, using gas dynamics to analyze the gas flow in
transient processes with variable composition and variable specific heats, models such as
[35] have been used.
To improve the gas exchange process we must advance inlet valve opening (AIVO) and
delay exhaust valve closure (DEVC). Because of this, there is a period in which the two
valves remain open simultaneously, this period is known as valve overlap, which helps to
remove as much gas and admit as much air or fresh mixture. This is due to the depression
originated in the inlet valve vicinity, due to the ejection effect produced by burned gas
movement through the exhaust valve; this will contribute to increase efficiency and power
produced by the RICE [1].
Two research methods are employed to study the working cycle of RICE. The first one is
based on data acquisition from experimental tests and the second one is based only on
mathematical simulation. The latter method is more versatile and reduces the required
research empirical data depending on the employed calculating method and imposed
simplifications. However, to validate mathematical simulation results, experimental
parameters obtained in laboratory are required [5]. Use of numerical analysis methods has
now greatly developed and increased due to increase of velocity and calculation capacity of
modern computers. These methods provide faster performance, versatile and can handle
more information than can be measured in an experimental test. However, results accuracy
obtained by applying the models depends on made assumptions.
Modeling is a research technique employed in RICE, its use has grown in last two decades
due to the cost decrease obtained by eliminating or reducing the laboratory tests, since these
require a large amount of repetitive tests to obtain appropriate results, bringing time and
money losses in preparing, calibrating, measuring, repairing and replacing testing engines.
RICE designers must build more efficient engines due to higher fuel cost and new
regulations on combustion emissions produced in the process that occurs inside engine. In
order to optimize these designs, numerous trial and error tests are required. Implementing
the tests implies expensive construction and testing of several prototypes. Modeling is a
procedure that allows realizing numerous tests with relatively low cost.
To determine engine p vs. V diagram, working fluid is considered as an ideal gas, the mass
entering the cylinder is calculated using a filling model that takes into account valve rise
and discharge coefficient. Initial in-cylinder mass are residual gases, same quantity that was
used as a reference value to control the expelled mass during exhaust. Instant volume was
determined using an equation in terms of crankshaft rotation angle [15]. Final compression
temperature was found from the first law of thermodynamic considering a uniform flow
process and convection heat transfer. Power, mean indicated pressure and maximum
pressure and temperature were calculated using the methods proposed in [1], [4] and [15].
Cyclic dispersion were studied using mean indicated pressure variation coefficient and
pressure variation as a function of main combustion phase angle in the range of 10 before
top dead center (TDC) and 10 after TDC, [1]. Calculations for exhaust process were
similarly to those of the admissions process. A model to study the closed loop of a CIE
limited pressure cycle, replacing the constant volume heat rejection process by an isentropic
expansion process followed by a constant pressure heat rejection is proposed in [36].
There are commercial packages which constitute a very useful tool in the field of research and
development of RICE being employed by different companies in the automotive sector. These
include the ECARD (Engine Computer Aided Research & Development), developed by the
IMST group, a global model that allows simulating engine operation throughout its working
cycle, using similar complexity models for the different processes involved. The OpenWAM is
a free, open source 1-dimensional gas-dynamics code produced by CMT group that can be
used to predict the flow movement through the elements of an internal combustion engine.
NEUROPART, uses neural networks to determine the product properties and composition
influence on the exhaust emissions and particles formation. CHEMKIN, uses the chemical
kinetic concepts to analyze fluids in gas phase through fluid dynamic simulation. EQUIL,
calculates the composition at equilibrium of combustion products. PREMIX, calculates
combustion speed for different fuels. SENKIN, allows to determine the time delay for different
fuels and the combustion kinetic evolution depending on the species involved in a process.
2. Mathematical model
Present paragraph will develop fundamentals and mathematical equations that govern the
phenomena occurring in CIE. For this purpose, volume control in Figure 1, which shows the
mass and energy interactions with surroundings will be considered.
Injector
me ms
Q W
Figure 1. Engine control volume
It should be noted that the control volume during gas exchange processes works as an open
system. During compression, combustion and expansion processes works as a closed
system, that is why corrections should be made to take into account the exchanged mass due
to leakage and the supply of fuel.
2.1. Mass conservation

The mass conservation principle establishes that the total mass change in a control volume is:
mvc me ms (1)
The summation is used when there are several inputs and/or output flows. Expressing Ec. 1 in
differential form and dividing by a time differential we obtain the mass time rate of change:
dmvc dme dms

(2)
dt dt dt
To express last equation in terms of air and fuel mass entering the control volume, we
define:
mf
f (3)
m
Time differentiating and rearranging we obtain the fuel time rate of change:

df me ms
f f f s (4)
dt m e

From equivalence ratio (mixture richness) definition:
mf mf

ma
ma (5)
mf
mf
m
a sto
ma
sto
replacing Ec. 3 in Ec. 5 and time deriving:

d 1 f
(6)
dt m f 1 f 2

m
a sto
2.2. Energy conservation

The first law of thermodynamics for an open system, disregarding changes in kinetic and
potential energy can be written in differential form as:

dE dQ dW
me he ms hs (7)
dt dt dt
Since the work due to a volume change is:

dW dV
W P (8)
dt dt
and the first term on the left-hand side of Eq. 7 can be evaluated in terms of the internal energy:
du dm
mu m u
dE d
(9)
dt dt dt vc dt vc
or in terms of enthalpy:
mh ( pV )
dE d d
(10)
dt dt dt
Substituting Eqs. 8 and 10 in Eq. 7 we have:

du dm
m u Q W me h e m s h s (11)
dt vc dt vc
Since internal energy, enthalpy and density are T, p and functions, their time rate of
change are:
du u dT u dp u d
(12)
dt T dt p dt dt
dh h dT h dp h d
(13)
dt T dt p dt dt
d dT dp d
(14)
dt T dt p dt dt
Assuming the working fluid is an ideal gas, differentiating ideal gas equation and
rearranging we have:
dV dp dT dR dm
p V mR mT RT (15)
dT dT dt dt dt
dp dT dR
R T
d dt dt dt
(16)
dt RT
From Eq. 14:
d dT d

dp dt T dt dt
(17)
dt

p
dp
substituting Eq. 17 in Eq. 16, rearranging and solving for :
dT
dT dR dT d

dp T dt R dt T dt dt
(18)
dt 1

p RT
dR
Solving Ec. 15 for , simplifying and substituting in Ec. 18:
dt
dp 1 dT p dV V dp R dT R dm dT d
(19)
dt p RT T dt R mT dt mT dt T dt m dt T dt dt
dp
Replacing ideal gas equation in Ec. 19 and solving for :
dT
dV dm
dp dt dt 1 dT 1 d
(20)
dt V m T dt dt

p
Differentiating ideal gas equation with respect to p and T, we obtain:
1
(21)

p RT
p
(22)
T RT 2
and substituting Ecs. 21 and 22 in Ec. 20:
dV dm
dp dt dt dT 1 RT d
p (23)
dt V m dt T p dt

Later equation, function of density, volume, mass and mixture richness will be used to
obtain the in-cylinder pressure when time varies (indicator diagram).
The procedure to obtain a similar expression for temperature variation over time will be
du
illustrated below. Solving Eq. 11 for :
dt

du Q p dV 1
dm
me he ms hs u (24)
dt mvc mvc dt mvc dt vc
and defining:
dV
1
dm
B RT dt Q me he ms hs u (25)
V m dt vc
On the other hand, introducing Ecs. 8 in Ec. 11, get the following expression:
du
B (26)
dt
dp
Substituting Ec. 26 in Ec. 12 and solving for :
dt
u dT u d
B
dp
dt dt d dt
(27)
dt u

p
dT
Replacing Ec. 27 in Ec. 20 and solving for gives:
dt
dV dm
u dt dt d u d
B
p V m dt dt
dT

(28)
dt u u

p T p T
Now, considering:
R R(T , p , , t ) (29)
And differentiating:
dR R dT R dp R d
(30)
dt T dt p dt dt
dR
Differentiating ideal gas equation and solving for
dt
dp dT d
dR dt dt
R R dt R (31)
dt p T
dp
Replacing Ec. 30 in Eq. 31 and solving for :
dt
R dT R d dT R d R

dp T dt dt dt T dt
(32)
dt R R

p p
Replacing Ec. 32 in Ec. 27:
R dT R d dT R d R

u dT u T dt dt dt T dt u d
B

T dt p R R dt (33)

p p
Defining:
p R
D 1 (34)
R p
dT
Collecting terms containing and substituting Eq. 34 in Eq. 33:
dt
dT u u p R R u 1 R d d R u d
B (35)
dt T p DR T T p D dt dt dt
Defining:
T R
C 1 (36)
R T
dT
Replacing Ec. 36 in Eq. 35 and solving for :
dt
u p 1 R d d 1 u d
B
dT
p D R dt dt dt
(37)
dt u C p u

T D T p
Since:
m V (38)
d
Time differentiating and solving for :
dt
dm dV

d dt dt
(39)
dt V
Replacing Ec. 39 in Ec. 37:
u p R d 1 dm 1 dV 1 u d
B
dT
p D dt R dt m dt V dt (40)
dt u C p u

T D T p
This equation will be used to determine the in-cylinder temperature when time varies.
If Eqs. 25, 34, 36 and 37 are replaced in Eq. 23 and collecting terms we obtained:

dV mC dm u D R
Q m bb hbb p D hcil u C 1
dp dt V dt R
(41)
dt 1 1 R u
m C
p R p
and:

dV mC 1 1 R u dp
Q m bb hbb p m C
dm dt V p R p dt
(42)
dt u D R
D hcil u C 1
R
Eqs. 41 and 42 will be used to obtain the indicator diagram (p vs. V or p vs. diagram) and
burned mass fraction diagram (m vs. t diagram) respectively.
2.3. Instant in-cylinder volume

The instant volume inside the control volume in terms of the displaced volume,
compression ratio, connecting rod length to crank radius ratio and crankshaft rotation angle,
can be obtained through the following expression [15]:
1 1
1
V ( ) Vd RLA 1 c os ( RLA
2
sen2 ) 2 (43)
rc 1 2

In this expression RLA is the connecting rod length (l) to crank radius (a) ratio.
l
RLA (44)
a
Deriving Ec. 43 with respect to crankshaft rotation angle, we obtain:


dV Vd sen cos
sen (45)
d 2 1

2
RLA
sen2 2

The time in seconds it takes to describe some crankshaft rotation angle can be calculated
with the following expression:

t (46)
6 rpm
Solving previous expression for and replacing in Ec. 45 to make the corresponding
conversion from degrees to radians we obtained:

rpm rpm
dV rpm sen t cos t
3Vd ( rpm) sen t 30 30 (47)
dt 30 1

2 2 rpm 2
LA
R sen t
30

Previous expression allows determining the in-cylinder volume variation with respect to
time, while Ec. 45 will be used to calculate the volume variation with respect to crankshaft
rotation angle.
3. Equations, models and calculations

Models and assumptions used to analyze each of the thermodynamic processes that are
carried out in a CIE will be presented in this paragraph. Routines commonly used in RICE
are employed to calculate the thermodynamic properties of the chemical species formed
during combustion. FARG and ECP routines [34] are used to determine properties
depending on gas temperature. PER routine [29] is used to obtain same properties
depending on mixture richness. DVERK routine [37] found in the International Mathematics
and Statistics Library is used for solving differential equations systems by the Runge - Kutta
Verner fifth and sixth order method.
3.1. Admission process

The parameter characterizing the admissions process is the volumetric efficiency defined as:

m ar mar
v
(48)
rpm
mat 0 iVd
30 j
It takes into account the losses in the inlet valve and all the admission system if atmospheric
density value is used for 0.
Real mass air flow entering the cylinder is determined by the following equations [15]
function of the ratio pdown/pup:
1
pdown Cd Aref p0 pdown 2 pdown
1 m 1 (49)
pup RaT0 pup 1 pup

1
pdown 2 2( 1)
1 m Cd Aref pup (50)
pup RT0 1
where pdown is the downstream pressure and pup is the upstream pressure. Although the
discharge coefficient Cd varies during the process, in present study, we assume that it is
constant and equal to its average value. The reference area Aref, usually called curtain area,
since it depends on the valve lifting Lv, is taken as:
Aref dv Lv (51)
A model proposed in [38], was used to theoretically determine the lifting valve profile
which is function of the maximum lifting, Lv max and the crankshaft rotation angle :
Lv ( ) Lv max C2 2 C p p Cq q Cr r Cs s (52)
Coefficients C2, Cp, Cq, Cr y Cs are determined with the following equations:
pqrsh
C2 (53)
p 2 q 2 r 2 s 2 c 2
med
2qrsh
Cp (54)
p 2 q p r p s p c p
med
2 prsh
Cq (55)
q 2 q p r q s q c q
med
2 pqsh
Cr (56)
r 2 r p r q s r c r
med
2 pqrh
Cs (57)
s 2 s p s q s r c s
med
Recommended values for p, q, r, and s are: p = 6; q = 8; r = 10; s = 12.

Gas pressure and temperature variation over time in this process is calculated from Eqs. 23
and 40. Since a CIE only compresses air, the term corresponding to mixture richness
variation with time is zero. For this reason the above equations are:
dV dm
dp dt dt dT 1
p (58)
dt V m dt T

u p dm 1 dV 1
B
dT
p D dt m dt V (59)
dt u C p u

T D T p
To solve these equations heat release, heat transfer, blow by, ignition delay and chemical
u u R R
species formation models are required. In addition the terms , , y must be
T p T p
determined by using routines FARG and ECP.
With Eqs. 43 and 47 we calculate the volume and its time derivative, respectively, while
with Eqs. 49 or 50 depending on the case determine the flow mass. The in-cylinder
accumulated mass is obtained by summation of the mass flows times the values obtained by
Eq. 46.
3.2. Closed loop cycle

Closed loop cycle corresponds to compression, combustion and expansion processes.
Compression starts when inlet valve closes. Variation in pressure and temperature with
time during this process is determined taking into account that only air is compressed (Ecs
58 and 59) and there are mass losses due to blow by. When fuel injection begins the mixture
composition varies; therefore the expressions used to determine temperature and pressure
time variation during the closed loop cycle are Eq. 23 and 40. When exhaust valve opens,
begins the exhaust process.
3.3. Exhaust process

Equations used in this process are the same used during the admissions process, but noting
the working fluid is a mixture of burned gases and heat transfer is higher than during
admission because of the high temperature present.
During valve overlap we want to extract as much as possible of burned gases and taking
advantage of the dynamic effects, increase the amount of fresh charge entering the cylinder.
Equations used during this process are the same used during the intake and exhaust, but
considering that there is simultaneously fresh charge entry and burned gases exit.
3.4. Ignition delay model

Ignition delay in CIE characterizes the heat quantity will release immediately occur the fuel
auto ignition and has a direct influence on engine rumble and pollutants formation. The
model presented in [19] points out that ignition delay depends on in-cylinder temperature
and pressure, engine speed and accumulated fuel amount and may be calculated in degrees
and in milliseconds with the following expressions:
ID[deg] Apcn ( EA) (60)
ID[deg]
IDms (61)
0.006(rpm)
c(rpm) 1 1 21.2
where: A=0.36+0.22Vmp , Vmp = , n=0, EA=exp R u -
,
30 RTc 17190 pc -12.4
618840 n n -1
E= , pc =pambrc c , Tc =Tambrc c , n c =1.30 a 1.37, R u =8.3143 J/mol K .
NC+25
Other models based on experimental data suggest correlations that use an Arrhenius
expression similar to that proposed in [15], in which the constants estimated by [39] are as
E E
follows: A=3.45, n=1.02, EA=exp a , =2100.
R u Tc R u
Another model whose constants are the same as in previous case use an A term function of
richness as shown by the following expression [16]: A=2.4 -0.2 .
3.5. Heat release model

Considering the fourth term numerator in Eq. 41, which represents the heat released during
the combustion process and applying the Watson relationship we obtain the following
equation:
dm u D R
mc H i dXb D hcil u C 1 (62)
dt R
Model of fuel apparent burning will be used to represent the combustion process. It uses
two empirical equations, one for the pre-mixed combustion phase and another for the
diffusive combustion phase. The instantaneous total amount of heat released by crankshaft
rotation degree is given by the sum of the two components:
dmc dmc dmc

(63)
d Tot d pre d dif
3.6. Burning factor

Heat release model requires defining, depending on the process physical condition, the
initial fuel amount burned during the pre-mixed phase. An initial fuel burning factor is used
for this purpose [15] [17]. This factor estimated, depending on initial richness and delay
period, what part of the injected fuel is burned during the pre-mixed phase. The difference
is burned during the diffusive phase. The burning factor is defined as:
mc pre
(64)
mc Tot
and may be calculated by the following expression [15]:
a10b1
1 (65)
IDScc1
The a1, b1 and cc1 values which are shown in Table 1 [39, 19 and 15] depend on the used
model.
Value Hardenberg model Watson model Heywood model
a1 0.746 0.926 0.80 - 0.95
b1 0.35 0.37 0.25 - 0.45
cc1 0.35 0.26 0.25 0.50
Table 1. Empirical values for burning factor
Taking into account the heat released during each phase Ec. 63 becomes
dmc dmc dmc

1 (66)
d Tot d pre d dif
Heat released during each phase is evaluated by the empirical expressions proposed in [39]
and [40]. Equations proposed in [39] are:
C2 1
C1 1 C1
dXb 0 1 0
C1C2 (67)
d pre

dXb 0
C4 1 0 4
C
C3C4 exp C3 (68)

d dif

Equation proposed in [40] that use the duration and heat released percentage in each phase,
unlike [39] equations, is:
Q pre
m pre 1
m pre Q
mdif 1
mdif

exp a dif exp a
dQ (69)
a m pre mdif
d pre pre dif

pre
dif
dif
Table 2 shows the constants for Heywood [15] and Watson [39] equations and Table 3 shows
the constants for Miyamoto [40] equation.
Watson
Constant Heywood
Expresin Valores sugeridos

2.4
C1 2 1.25 E 8 ID[ ms]rpm 2 0.002703 * IDa 2.4 3
C2 5000 5000 5000
C3 14.2 0.644 10 1.505 6.908
C4 0.79C30.25 0.48C30.423 1.4
Table 2. Constants for Heywood and Watson expressions
Constant Miyamoto
mpre 4
mdif 1.5 ID o 1.9 ID
a 0.69
pre +7
Table 3. Constants for Miyamoto expression
3.7. Blow by model

Due to the in-cylinder pressure increase during compression and combustion processes, a
part of the gasses (mbb) is lost through the rings resulting in a produced power reduction.
The model that will be described below takes into account such losses.
From logarithmic derivative of the ideal gas equation:
1 dp 1 dV 1 dm 1 dT
(70)
p d V d m d T d
Applying the First Law of Thermodynamics in differential form to an open system, we obtain:

dT dm dQ dV mbb C pT
mC v CvT p (71)
d d d d
Replacing dT/d from Ec. 70 and rearranging:

dp p dV 1 dQ mbb
p (72)
d V d V d m
Blow by mass can be found from mass conservation:

dm mbb
(73)
d
Defining:

mbb
C (74)
m
Net heat entering the system, considering that a part is lost by blow by, is:
dQ Qe dx dQlost (75)
with:
dQlost
hc A(T Twall ) (76)
dt
and defining the following dimensionless variables:
p
p (77)
p1
V
V (78)
V1
T
T (79)
T1
Q
Q e (80)
P1V1
Q
Q lost lost (81)
P1V1
4V
hT1 Acc cc
Dp
hc (82)
P1V1
4V1
(83)
4V
Dp Acc cc
Dp

dimensionless heat losses for unit crankshaft rotation angle are:
dQ lost
d

hc 1 V pV
Twall (84)
Replacing Ecs. 77 to 83 in Ecs. 72, 73 and 84 and applying expansion work definition, we
have the system of equations:
dp p dV 1 dx Cp
d

V d
Q
V d

hc 1 V m pVT (85)
wall
dQ lost
d

hc 1 V m pVT (86)
wall
dm Cm
(87)
d

dW dV
p (88)
d d
Solving this ordinary differential equations system one can calculate the mass lost by leaks,
lost heat and power, and pressure variation.
In-cylinder mass varies with time and can be calculated depending on the speed of the
engine. Replacing Ec. 73 in Eq. 87 and solving for m we obtain:

C bb ( )
m exp (89)
( rpm)
30
3.8. Heat transfer models

Calculation of instant heat transfer in RICE is a complex problem. Expressions for
calculating the total flow heat by combined conduction, convection and radiation requires to
use empirical correlations [41]. One of the more used is based on the relationship between
the Nusselt number and the Reynolds number for forced convection:
Nu a Reb (90)
Replacing the Nusselt and Reynolds numbers in Eq. 112, we have:
b
hc L VL
a (91)
k
In this expression L represents the characteristic length, which in RICE is the piston
diameter, a magnitude that does not vary.
Considering also separately the radiation heat transfer, gets the expression to evaluate the
total heat flow [41]:
q
A
a
k
Dp
Reb T c Tgas
4

Twall
4
(92)
In these expressions a, b and c are constants that usually take the following values: a = 0.35
0.80, b = 0.70 0.80 and c = 0.576 , where is the Stefan Boltzmann constant.
An expression used to calculate convection heat transferred is based on the model proposed
in [18]:

Qlost hc * A * Tgas Twall (93)
where hc represents the overall convection heat transfer coefficient that can be determined
from the expression:
hc a * Dpm 1p mTgas
0.75 1.62 m m
w (94)
The constant values in this equation are: a = 0.13 and m = 0.8. Pressure must be in bar and
the temperature in kelvin.
w is the average gas speed calculated by the following expression:
VdTref
w C1w Vmp C2 w ( p pno comb ) (95)
pref Vref
Subscript ref is used for a reference state that may be the compression process beginning.
The empirical constant values depend on the process are: C1w = 6.18 during gas exchange
process, C1w = 2.28 during compression, combustion and expansion processes, C2w = 0.0
during gas exchange and compression processes and C2w = 3.24E-3 during combustion and
expansion processes.
Another expression used to consider the convection heat transfer process of RICE proposed
in [19] is:
hc C1H Vd0.06 p0.8T 0.4 ( Vmp C2 H )0.8 (96)
where C1H and C2H are empirical constants which take into account local variations due to
intake turbulence or combustion chamber geometry of the, their values are: C1H = 130E-4 and
C2H = 1.40. Eq. 96 considers the increase in gas speed due to engine velocity and uses as
characteristic length the volume rather than the piston diameter, as it is the case when using
expressions proposed in [18].
3.9. In-cylinder mass

Total mass that fills the cylinder is composed of air, fuel and residual gases. Fuel enters the
cylinder when compression process end and fuel injection begins. Residual gases have two
components: gases remaining in the cylinder at the end of the exhaust process and
recirculated gases entering the cylinder with admitted air as a pollution control measure.
There is also a mass lost by blow by. Therefore we have:
mtotal maire mgr m f mEGR mbb (97)
The theoretical incoming air mass is calculated by:
maire Vd (98)
While the real mass entering the cylinder is obtained by the expression:

maire madmt (99)
madm is calculated with Eqs. 49 or 50 and time t is obtained from Eq. 46.
3.10. Combustion products model

This model allows determining theoretically the composition at equilibrium and combustion
product thermodynamic properties of a fuel-air mixture whereas reactive products consist
of ten chemical species. The combustion global equation for a ten chemical species system is:
m l
n
mcCm H nOl 4 2 O 3.7 N
(100)
2 2
y1H 2O y2 H 2 y3OH y4 H y5 N 2 y6 NO y7CO2 y8CO y9O2 y10O
Applying conditions of mass conservation to elements C, H, O and N and reactants we

obtain five equations with eleven unknowns (product molar fractions and fuel mass) as
shown in following expressions:
C : y1 y8 n (101)
H : 2 y1 2 y2 y3 y4 m (102)
O : y1 y3 y6 2 y7 y8 2 y9 y10 l 2
n m 4 12 (103)

N 2 : 2 y5 y6 7.428
n m 4 12 (104)

10
yi 1 (105)
i 1
Applying the chemical equilibrium to combustion reaction yields six additional algebraic
equations to close the system:
y42 p
H2 2H K1 (106)
y2 p0
y42 p
O2 2O K2 (107)
y9 p0
y32
H 2 O2 2OH K3 (108)
y 2 y9
1 1 y62
O N 2OH K4 (109)
2 2 2 2 1 1
y92 y52
1
1 y1 p 2
H 2 O2 H 2O K5
1 p
(110)
2 0
y2 y92
1
1 y p 2
CO O2 CO2 K6 7 1 (111)
2 p0
y8 y82
In Eqs. 101 to 111 p is the products pressure, y1 to y10 are the species molar fractions and K1
to K6 are the equilibrium constants which are function of temperature. The system is solved
by calculating the partial derivatives with respect to temperature, pressure, and mixture
richness through FARG, ECP y PER routines. Applying the first law of thermodynamics to
reactants and products depending on the type of combustion process we can find their
thermodynamic properties. For constant volume combustion and constant pressure
combustion respectively:
UR UP (112)
HR HP (113)
3.11. NOx formation model

The nitrous oxides (NOx) produced by a RICE are NO and NO2 and can be calculated by
Zeldovich mechanism. This theory postulates that the production of oxides during the
combustion process can be explained through the following chemical reactions:
R1 : O N 2 NO N (114)
R2 : N O2 NO O (115)
R3 : N OH NO H (116)
A differential equation which allows finding the NO concentration by unit time during
combustion, using Zeldovich reactions and considering the possibility of occurrence in both
directions can be obtained using the basic theory of chemical kinetics:
d NO
k1 O N 2 k2 N O2 k3 N OH k1 NO N k2 NO O k3 N OH (117)
dt
Considering the steady state condition for [N], which is equivalent to assume its change is
small compared to other interesting species and proceeding in similar mode to the previous
case, we obtained:
d N
k1 O N 2 k2 N O2 k3 N OH k1 NO N k2 NO O k3 NO H (118)
dt
d N
0 (119)
dt
Substituting Ec. 118 in Ec.117 and using the equilibrium reactions (Ecs. 114 to 116) gets the
following expression:

2
2 R1 1 NO NO e
d NO

dt
1

NO NO e R1 (120)
R2 R3
and Eqs. 114 to 116 are transformed into:
R1 : k1 O e N 2 e (121)
R2 : k2 NO e O e (122)
R3 : k3 NO e H e (123)
Terms enclosed in square brackets represent the chemical equilibrium concentration for
corresponding species obtained using routines FARG and ECP. Constants for Zeldovich
reactions, depending on temperature, are expressed in the following way.
K1 7.6 E13exp 38000 T (124)
K2 1.5 E09 exp 19500 T (125)
K3 2.0 E14 exp 23650 T (126)
Positive sign indicates reaction tendency to form products, while negative sign indicates
tendency to form reactants.
3.12. Exhaust gas recirculation (EGR) model

Exhaust gas recirculation (EGR) is a very effective technique employed to reduce nitrogen
oxide emissions (Lapuerta, 2000). The method involves replacing a part of the intake air
with exhaust gases during the admissions process. In this way a decrease in the amount of
air available for combustion reduces the final temperature of combustion, and therefore
lowers the production of nitrous oxides emissions. This process can be expressed in the
following way:
Fuel Air %EGR

Products
Recirculated gases will be taken at engine exit and will be introduced into the cylinder at a
temperature greater than air admitted. Composition and properties calculation of involved
species will be made with routines FARG and ECP.
3.13. Work, mean effective pressure and efficiency

To determine the work produced by closed loop cycle, we consider that it is represented by
the loop enclosed area in a p-V diagram. The area was calculated with the trapezoidal rule
[42]:
A W p0 V p1V p2 V p3 V ........pn 1V pnV (127)

Gas exchange work, indicated work and net work are obtained with the following
equations:
Wpum Wexh Wadm (128)
Wi Wexp Wcom (129)
Wnet Wi Wpum (130)
Net power is obtained through the following expression:

rpm
W net Wnet (131)
30 j
Mean indicated pressure, mean net indicated pressure and mean indicated gas exchange
pressure are calculated with equations:
mip Wi Vd (132)
mipnet Wnet Vd (133)
mippum Wpum Vd (134)
Efficiencies are determined with:
Wi
i (135)
mc H i
Wnet
i net (136)
mc H i
3.14. MECID computer program

MECID program consist of a routines group for determining: optimum lifting of intake and
exhaust valves, gas leakage across piston rings (blow by), composition variation of chemical
species that constitute the working fluid, effect of heat transfer, ignition delay, heat release,
residual gases and recirculated gases, as well as nitrous oxides formation and pressure drop
during intake and exhaust processes due to valve contraction. To calculate all parameters it
uses the mathematical relationships and models proposed in preceding paragraphs. Figure 2
shows the MECID program flow diagram.
Using the ENGINE routine the program requested information on engine works site conditions
(temperature and pressure) and on engine geometric characteristics (piston bore and stroke;
valves diameter, maximum lift and average discharge coefficient, compression ratio,
connecting rod length to crank radius ratio and engine speed) With VALVE routine requested
information on calculation conditions (calculation angular interval, advance and delay of
intake and exhaust valve closure, richness, residual gases ratio, recirculated gas percentage
and cylinder wall average temperature). Selected heat transfer, ignition delay and heat release
models which will be used in the application, as well as the angles when combustion begins
and ends, the program allows to perform studies to determine what should be the working
conditions to ensure maximum fuel energy utilization the influence of different variables on
engine operation. Results of more important studies will be presented in next paragraph.
Figure 2. Block diagram and routines used by MECID computer program
4. Results and discussion

4.1. Effect of burning process beginning on CIE operating parameters
For combustion duration constant and varying combustion start we obtained the p and T vs.
diagrams shown in Figure 3. We note that if the combustion process is advanced too
much, from 360 to 310, it reached a high maximum pressure while the piston is at some
point in the compression stroke. This brings as a consequence, greater work consumption
and reduced cycle efficiency. If combustion beginning delays too much, 360 to 410, the
maximum pressure is very low. If combustion beginning advance is such that the process
occurs around TDC we obtain intermediate maximum pressures during expansion process
and a higher maximum temperature, representing greater thermal energy available to do
work. In view of the above, for subsequent studies we will take a 345 angle as combustion
beginning angle. Maximum temperature is obtained for a greater angle than the maximum
pressure one because the burning model uses constant combustion duration.
Figure 3. p vs and T vs diagrams for various combustion beginning angles
Figure 4 shows how varies the accumulated burned mass fraction and the instant burned
mass fraction depending on combustion start angle. Burned mass is responsible for pressure
and temperature rapid increase during combustion process. It is observed that peak values
are the same for all three cases considered. This is because richness and volumetric
efficiency remain unchanged.
Figure 4. Accumulated and instant burned mass fraction for various combustion beginning angles
4.2. Effect of combustion process duration on CIE operating parameters

In present case, the start of combustion process is kept constant. Figure 4 shows that at
lower combustion duration the greater the maximum pressure reached since a great amount
of heat is released in a short time period, as seen by the burned curves slope. In these curves
can be noted that in considered cases, the maximum burned fractions do not change because
the richness was kept constant and the obtained volumetric efficiency remained almost
constant, therefore the total in-cylinder mixture mass is the same for all referred cases.
Figure 5. Pressure and accumulated burned fraction for different combustion duration
Table 4 presents the principal results obtained for operation parameters. From Table 4 it can
be concluded that the more efficient cycle producing higher power, is one in which
combustion takes 45 and therefore this duration will be used in future studies.
Combustion
30 45 60
process duration
v 0.72 0.72 0.72
Wi [kJ] 0.60 0.73 0.75
Wnet [kJ] 0.57 0.65 0.64

W net [kW] 9.56 10.98 10.72
mip [kPa] 994.75 1200.21 1232.88
i net 0.35 0.40 0.39
Pmax [kPa] 7689.17 7134.93 6614.27
Tmax [K] 2235.64 2400.71 2496.92
Table 4. Summary of main results obtained when varying combustion process duration.
4.3. Effect of angular velocity on CIE operating parameters

Pressure variation depending on crankshaft rotation angle when engine speed change, is
shown in Figure 6. It can be noted from this figure that higher pressures are reached when
the engine operates at lower speeds. This is because while the engine works at lower speeds,
greater will be its volumetric efficiency. If the richness is kept constant, the greater the mass
which is burned during combustion process and thus more energy will be released.
Figure 6. In-cylinder pressure for various engine speeds
Engine speed 1500 rpm 2000 rpm 2500 rpm
v 0.92 0.69 0.55
50.57 45.33 40.89
Wi [kJ] 1.42 1.18 1.03

W net [kW] 14.63 16.01 17.28
mip [kPa] 2314.47 1922.25 1678.68
i 0.71 0.74 0.77
pmax [kPa] 6703.23 6034.92 5506.50
Table 5. Summary of main results obtained varying engine speed.
Table 5 presents the principal results obtained for operating parameters. From this table it can
be concluded that at higher rpm volumetric efficiency is reduced due to increased air velocity
in the intake system and increased pressure friction losses. Additionally, as there is less time to
fill the cylinder, which results in lower air intake, the maximum pressure reached is reduced as
well as the indicated work. Net power increases due to the influence of increasing rpm.
Indicated efficiency tends to increase with increasing rpm, because burning the same fuel
amount at higher rpm and net power is higher. Figure 6 shows that maximum pressure is
obtained in all cases close to the TDC. One can also appreciate that the higher the rpm, the
mass fraction burned during the premixed phase and the mean indicated pressure are reduced
4.4. Effect of compression ratio on CIE operating parameters

Now we will consider the effect of varying the compression ratio on the main engine
operating parameters assuming valve inlet pressure equal to atmospheric pressure. Figure 7
shows the in-cylinder pressure variation and the accumulated burned mass fraction for
various compression ratios and in Table 6 we can see the summary of main results obtained
for different compression ratios.
Figure 7. Pressure and accumulated burned fraction for different compression ratios
By analyzing Figure 7 and Table 6 we can conclude that: i) volumetric efficiency is

unaffected by compression ratio since is not dependent on it, ii) at higher compression ratios
there is a reduction of burned mass fraction in the premixed phase, iii) there is an indicated
work increase because maximum pressure and temperature increase, resulting in increased
efficiency and mean pressures, iv) pumping work increases when compression ratio
increases as pressures are greatest during exhaust, v) cycle net work increases because net
work and power increase at higher rates than pumping work.
Compression ratio 18 20 22
v 0.72 0.72 0.72
45.33 42.68 40.24
Wi [kJ] 0.73 0.75 0.77

W net [kW] 10.99 11.36 11.68
mip [kPa] 1200.22 1233.52 1258.36
i 0.45 0.46 0.47
Pmax [kPa] 7134.93 7791.11 8349.81
Tmax [K] 2400.71 2399.34 2392.72
Table 6. Summary of main results obtained varying compression ratio.
4.5. Effect of atmospheric pressure on CIE operating parameters

It is well known that increasing the engine speed the start of combustion must anticipate in
order that maximum pressures remain nearly constant and occur near TDC. For this reason
in present study the combustion duration will remain constant and, its beginning will be
advanced. Figure 8 shows the indicator diagram for various engine speeds. In Figure 8
which shows the indicator diagram for various engine speeds, it is observed that the
maximum pressure in all studied cases occurs near TDC and its value is approximately
constant. Since optimum injection angle for each speed is not known it is not easy to
superimpose the curves which is what is desired in an engine in order to obtain maximum
power and efficiency in a wide speeds range.
Figure 8. Pressure and accumulated burned fraction for various atmospheric pressures
Atmospheric pressure 100 kPa 90 kPa 80 kPa

v 0.72 0.72 0.72
45.25 45.93 46.59
Wi [kJ] 0.74 0.65 0.58

W net [kW] 11.13 9.90 8.80
mip [kPa] 1217.03 1073.99 948.11
i 0.45 0.44 0.44
pmax [kPa] 7231.67 6406.81 5669.70
Tmax [K] 2401.91 2391.06 2380.09
Table 7. Summary of main results obtained varying engine speed.
The summary of results in Table 7 shows that increasing the engine speed i) volumetric
efficiency is reduced which is the expected behavior for CIE, ii) mass fraction burned during
the premixed phase is reduced and iii) mean pressure decreases possibly due to a
combustion beginning advance not enough for the increase in speed considered.
5. Conclusions
A methodology to theoretically determine the thermodynamic working cycle of direct
injection compression ignition engines was presented.
A computer program based on the application of the above methodology was introduced.
Results of several studies performed with the program was presented and discussed. From
some results we can conclude:
- As the engine speed increases the start of combustion should anticipate maintaining
nearly constant maximum cycle pressure as well as the angle at which this occurs.
- At higher compression ratios, the greater the potency and mean effective pressure, this
coincides with the theoretical internal combustion engines behavior.
- At higher atmospheric pressure the engine volumetric efficiency will increase which
ensures a greater air intake and thus an increase in produced power.
Notation
A area
c piston stroke
Cd discharge coefficient
Cp constant pressure specific heat
Cv constant volume specific heat
d( ) preceding term ordinary derivative
Dp piston diameter
dv valve diameter
E energy
e specific energy
f fuel air ratio
h specific enthalpy
H enthalpy
hc convection heat transfer coefficient
mean convection heat transfer coefficient
Hi lower heating value
ID ignition delay
j engine strokes
k conduction heat transfer coefficient
Lv valve lift
m mass
mass flow
adimensional mass
mip mean indicated pressure
Nu Nusselt number
p pressure
adimensional pressure
pdown downstream pressure
pup upstream pressure
Q heat
adimensional heat
heat flow
q heat per unit mass
R gas constant
rc compression ratio
Re Reynolds number
RLA connecting rod length to crank radius ratio
rpm engine speed rpm
T temperature
adimensional temperature
t time
u specific internal energy
U internal energy
V volume
adimensional volume
v specific volume
Vmp piston mean velocity
W work
W power
w specific work
Xb burned mass fraction
yi i gas fraction
Greek letters
premixed phase burning factor
polytropic coefficient
( ) preceding term partial derivative
efficiency
viscosity
3.1416
density
crankshaft rotation angle
angular velocity
equivalence ratio (mixture richness)
Subindex
a air
adm admission
ar real air
at theoric air
bb blow by
cc combustion chamber
cil cylinder
com combustion
com compression
d displaced
dif diffusive phase

e input
EGR exhaust gas recirculated
exh exhaust
exp expansion
f fuel
gr residual gasses
i indicated
lost lost
max maximum
net net
no comb without combustion
P products
pre premixed phase
pum pumping
R reactants
ref reference condition
s output
sto stoichiometric
Tot total
v volumetric
vc control volume
wall cylinder wall
Author details
Simn Fygueroa
National University of Colombia, Colombia,
Turin Polytechnic Institute, Italy,
Polytechnic University of Valencia, Spain,
Mechanical Engineering Department, University of the Andes, Mrida, Venezuela,
Pamplona University, Mechanical Engineering Department, Pamplona, Colombia
Carlos Villamar
University of the Andes, Mrida, Venezuela,
Olga Fygueroa
University of the Andes, Mrida, Venezuela,
Polytechnic University of Valencia, Spain
Altran-Nissan Technical Center, Barcelona, Spain
6. References
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diesel engines. SAE Technical Paper 650450, 1965.
[10] Annand WJ, Pinfold D. Heat transfer in the cylinder of a motored reciprocating engine.
SAE Technical Paper 800457, 1980.
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Chapter 5
The Effect of Injection Timing on the

Environmental Performances of the Engine
Fueled by LPG in the Liquid Phase
Artur Jaworski, Hubert Kuszewski, Kazimierz Lejda and Adam Ustrzycki
http://dx.doi.org/10.5772/54604
1. Introduction
Gaseous fuels are widely used in internal combustion engines because of their properties
and benefits. This is mainly due to their smaller burden on the environment and lower
prices. They are used not only to power the traction engine in passenger cars or buses, but
also in other applications, for example, to power the engines driven electric generators.
Ever-expanding chain of filling stations increases the availability of these fuels, which also
affects the development of such fuelling systems. Because of their advantages fuel injection
systems with their own drivers are used increasingly. It provides a non-collision work of
mentioned drivers with a gasoline engine drivers of the vehicles, providing the performance
of an engine running on gas fuel comparable to one running on gasoline.
The use of LPG injection in the liquid phase makes it possible to have more precise fuel
delivery, and even more limits amount of pollution emitted by the engine to the
environment. The fuelling for internal combustion engines with LPG in liquid phase using
injection system into the intake manifold is a solution very similar to conventional fuel
systems (Hyun et al., 2002; Lee et al., 2003). This kind of fuelling to the cylinders allows to
obtain performances of engine comparable to the performances obtained using petrol and
diesel fuel system.
2. Adaptation of engine to fuelling with lpg in liquid phase at sequence

injection
The gas fuel system allowed the gas injection in the liquid phase was adapted to the engine,
which in the original version was a compression ignition engine with symbol MD-111. This
engine is a 6-cylinder Diesel engine with direct injection. The combustion chamber is made
in the piston bowl and has a toroidal shape. By reducing the compression ratio and ignition
2012 Lejda et al., licensee InTech. This is an open access chapter distributed under the terms of the
system implementation, in the first stage, the engine to gas fuelling in the volatile phase has
been adapted. The combustion chamber has been redesigned, gaining cup shape, whereby
the compression ratio was also reduced from 16.5 to 9. The cylinder head was changed
enabling to implementation a spark plug. To control the engine load, in the inlet system the
throttle valve was installed.
The construction and operational parameters of modernized engine are summarized in

Table 1. Next, the engine was further modernized in order to adapt gas fuel system enabling
to sequence injection in the liquid phase.
As a gas system, the Vialle system was used (Fig. 1). The installation consists of:
Electronic Control Unit (ECU) of LPG fuel system,

tank with fuel pump,
LPG injectors,
fuel pipes.
The system was developed for mating with the ECU of petrol engine in the system
MASTER-SLAVE. In this system, ECU of LPG fuel system uses injection duration
determined by ECU of petrol engine for calculating the opening duration of gas injectors.
Since the MD-111E engine did not have the electronic control unit, the primary issue was to
develop a control unit, generating suitable values of the injection duration for the ECU of
LPG fuel system.
The main components of a LPG, i.e. propane and butane, have low boiling points. These
temperatures are respectively 231 K and 272.5 K, and are lower than the average ambient
temperatures encountered during engine operation. Especially high temperatures are in the
engine compartment of the vehicle (hot zone), where temperatures reach about 350 K. This
causes the temperature rise in the fuel system, which leads to evaporation of fuel in the fuel
pipes and formation of vapour-locks (Cipollone & Villante, 2000, 2001; Dutczak et al., 2003).
Keeping gas in the liquid phase in such difficult conditions requires its compression. To
obtain a stable injection of LPG in the liquid phase, the system was equipped with a
pressure monitoring system. This function is performed by the pump (Fig. 2) placed in the
fuel tank (Fig. 3) and pressure regulator (Fig. 4). The pressure regulator maintains the
pressure in the supply system higher than the pressure in the tank. It allows to delivery fuel
to injectors in liquid phase at every conditions of engine operation.
The liquid gas is pumped through a suitably shaped diaphragm pump. The pump has 5
chambers, which are integrated with the suction valves and power valve. The pump motor
is a brushless alternating-current motor with permanent magnets. It is powered by DC,
which is transformed into AC with a frequency controlled by an electronic control unit
located in the assembly lid. The motor can be rotated with five different speeds 500, 1000,
1500, 2000, 2800 rpm. Speed control is realized by the ECU of LPG fuel system, depending
on engine speed and load (injection duration). The pressure regulator is located between
tank and gas injectors.
The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 113
No. Name Value

1 Producer WS Mielec
2 Trademark MD-111E
3 Company name PZL Mielec
4 Type MD-111E
5 Work cycle 4-stroke
6 Cylinder diameter 127 mm
7 Piston stroke 146 mm
8 Engine capacity 11097 cm3
9 Number and basic engine

6-cylinder, in-line
design
10 Firing order 1-5-3-6-2-4
11 Type of combustion system spark ignition
12 LPG fuel system mixer, electronic control of injection process
13 Compression ratio 9:1
Minimum cross section area:
14 - inlet port 1250 mm2
- exhaust port 950 mm2
15 Cooling system liquid
16 Type of cooling liquid Ethylene/Propylene Glycol Heat-Transfer Fluid
17 Cooling pump impeller
18 pipe cooler, downcast ventilator with viscose
Radiator and fan
clutch (EATON type)
19 Maximum outlet temperature
95C
at radiator
20 maximum limit of negative pressure inside inlet
Inlet and fuel system
manifold at reference point 4.5 kPa
21 Supercharging system not installed
Mixer fuel system:

Tartarini GP-150
22 reducer-evaporator
MS-1 WS-Mielec
mixer type
electronic actuator in closed system with oxygen
gas dosing system
sensor
Direct starting with electrical starter motor
23 Cold start unit powered by battery, power 4.4 kW, voltage 24 V,
type R 22
24 Maximum lift of valves 13,3 mm
No. Name Value

Inlet valve timing:
- opening 8 deg. before TDC
25 - closing 52 deg. after BDC
Exhaust valve timing:
- opening 46 deg. before BDC
- closing 20 deg. after TDC
Table 1. Technical and operational data of MD-111E engine
4 5 14
8
7
13 12
6
11
9
10
1
2
Figure 1. Scheme of VIALLE fuelling system (Vialle, 2001): 1 LPG tank, 2 LPG pump, 3 fuel
pressure regulator, 4 petrol ECU, 5 LPG ECU, 6 LPG injector, 7 first oxygen sensor, 8 second
oxygen sensor, 9 engine speed sensor, 10 camshaft position sensor, 11 coolant temperature sensor,
12 air filter, 13 exhaust gas catalyst, 14 fuel type switch
Figure 2. Unit of LPG pump (Vialle, 2001)
Figure 3. Scheme of tank with fuel pump (Vialle, 2001): 1 pump body, 2 inlet of body, 3 tank wall,
4 distance sleeve, 5 inlet pipe, 6 pump holder, 7 pump, 8 float, 9 magnet
2
5
3
4
Figure 4. Scheme of LPG liquid phase injector (Vialle, 2001): 1 electrical connection, 2 injector body,
3 ring fixing the injector to body, 4 o-ring, 5 fuel inlet socket, 6 injector housing, 7 adapter,
8 outlet pipe
The pressure regulator includes solenoid valve opened and closed when the output valve of
the tank is turned on. The pressure regulator is also a pressure control module and the
pressure sensor. The liquid gas flows through the valve to the injectors and the excess
returns via a pressure regulator to the tank. The pressure is keeping by the controller by 5
bars higher than the pressure in the tank and can be 7-30 bars (Cipollone & Villante, 2000;
Vialle, 2001). For the injection of gas in liquid phase there were used the low-pass injectors
which distinct from top-pass injectors commonly used in petrol fuel systems, the fuel is
delivered below the injector coil. This causes less heating of the gas from the coil, which
favors keeping the liquid phase in the injector. To prevent coarse pollutions the filter was
placed before the inlet of gas into the injector (Fig. 4). Due to the low resistance of the
injector coil, the pulse control was applied to reduce the currents flowing during operation
of the injector. The gas is fed to the injectors with synthetic pipes which are fixed with
reinforced plates to each other and are locked with screws. Because the exhaust manifold is
located above the intake manifold, the injectors were mounted into the intake manifold from
below near to the cylinder head. It allows to lead the gas almost directly onto the inlet valve.
3. Test stand and research method

The goal of realized study was to determine the effect of injection timing on ecological
parameters of the engine. The test stand with dynamometer has been equipped with the
following functional units and measurement systems:
hydraulic dynamometer Schenck D 630 with the control system,

exhaust gas analysis system consisting of the following elements:
- Chemiluminescent NOx analyzer of the type Pierburg CLD PM 2000,
- Flame ionization hydrocarbon analyzer FID HC type of PIERBURG PM 2000,
- four-gas exhaust gas analyzer (CO, CO2, HC, O2) of the type Bosch BEA 350
equipped with function for calculating the ratio of actual AFR to stoichiometry
(Lambda) for the various fuels,
LPG fuel consumption measuring system with Coriolis sensors,
flow measurement system of the intake air,
temperature measurement system,
pressure measurement system.
The engine mounted to the test stand (Fig. 5) is shown in figure 6.
Figure 5. Schema of test stand: 1 - engine, 2 air flow meter, 3 combustion gases analyzers,
4 computer with data acquisition system, 5 - brake, 6 measuring sensors, 7 measuring amplifiers,
8 container of LPG, 9 fuel flow measurement, 10 separator of signal
During tests the measurements of following exhaust ingredients were made: oxides of
nitrogen (NOx), hydrocarbons (HC) and carbon monoxide (CO). Additionally, engine noise
level was determined. Primarily the measurements was conducted for engine speed of
n = 1500 rpm, required for co-operation with a power generator and with different loads.
An important parameter that affects both the operating parameters and the exhaust toxicity
for sequential injection is the start of fuel injection (Hyun et al., 2002; Oh et al., 2002). For this
reason a large part of the measurements was the analysis of the impact of the start of
injection on obtained engine parameters and the emission of toxic ingredients in exhaust
gases. The tests were performed with single and double injection. The start of injection was
changed within the range shown in figure 7 and 8.
Figure 6. MDE-11 engine with sequence LPG injection system (for liquid phase) during test on stand
a)
Start of injection with respect to TDC single injection
-200 -130 -70 0 40 100
Exhaust TDC Intake Compression TDC*
b)
Pilot dose
Start of injection with respect to TDC double injection
-140+ -80 + -20 + 40 + Main dose
-200 TPD* TPD* TPD* TPD*
TDC Inlet Compression TDC*

Exhaust
*
TPD - angle of pilot dose injection
Figure 7. Tested injection starts with first signal disk sensor position: a) for single injection, b) for dual
injection
a)
Start of injection with respect to TDC single injection
-20 20 60 100 140 180 220
Exhaust TDC Inlet Compression TDC*
b)
Pilot dose
Start of injection with respect to TDC double injection
60 + 100+ 140+ 180+ 220+ Main dose
-20 TPD* TPD* TPD* TPD* TPD*
TDC Inlet Compression TDC*

Exhaust
*
TPD - angle of pilot dose injection
Figure 8. Tested injection starts with second signal disk sensor position: a) for single injection,
b) for dual injection
The measurement of noise level was realized with AS-120 meter located at a height of 1 m
and 1 m from the engine on the side of electrical starter motor. The sound level was
measured using a filter correction LA [dB] and without correction L [dB]. The microphone
for sound recording was placed in the axis of the engine, between 3 and 4 cylinder, at
distance of 1 m from the valve cover. There was used microphone AKG C1000S (Shure Beta-
58) for sound recording cooperating with amplifier Behringer MX1804X and octave filter
RFT OF 101-01000. The recording was performed with 16-bit sound card.
4. Test results
Fig. 9 and 10 presents the performance of the engine, and fig. 11-14 shows the contour map
(generalized performance map) for specific fuel consumption and the concentration of
carbon monoxides, oxides of nitrogen and hydrocarbons. As we can see the maximum brake
torque of the engine is larger than 770 Nm at an engine speed of 900 rpm and the maximum
brake power of the engine is 125 kW at an engine speed of 1700 rpm.
Specific fuel consumption for an engine speed of 1500 rpm which is relevant to power
generator is lowest at the maximum load and amounts to approximately 265 g/kWh. For this
engine speed, the maximum CO concentration is approximately 0.3% and is higher at large
loads. The concentration of NOx for mentioned engine speed ranges is from 40-550 ppm,
reaching 160 -250 ppm for the large and medium loads. Hydrocarbon concentration
amounts to from 15 ppm at small loads, up to 75 ppm at loads close to maximum.
The relationship between the injection starts of the LPG in liquid phase into a inlet manifold
pipes and the concentration of CO2, CO, HC and NOx in the exhaust is shown on figures 15
and 16. At the starts of injection carried out at the opening of the intake valve, an increase in
the concentration of NOx and hydrocarbons HC was observed versus the injection starts
realized before opening the intake valve (fig. 15). The concentrations of CO and CO2 were
undergone a slight changes in this case. At the injection starts carried out at the opening of
the inlet valve is visible increase in the concentration of NOx at injection starts carried out
from about 60 to 100 CA deg. after TDC during the intake stroke. Moreover an increase in
the concentration of hydrocarbon HC and carbon monoxide CO at the injection starts
carried out in the phase of closing the inlet valve from about 140 to 180 CA deg. after TDC at
inlet stroke was observed (fig. 16). The injection realized at closing the inlet valve is also
connected with the reduction of CO2 concentration.
Basing on the results for engine parameters and concentrations of hydrocarbons HC, oxides
of nitrogen NOx, carbon monoxide CO in exhaust gas a right specific emissions were
calculated. The calculation course of the specific emission was determined based on a set of
International Standards ISO 8178 (ISO, 1999-2001). The calculation results are shown in
figures 17-22.
The injection starts realized at closing the inlet valve (fig. 17 and 20) cause the increase in
specific hydrocarbons emissions. Specific hydrocarbons emission decreases with increasing
the injection duration (fuel quantity). Moreover we can see that specific NOX emission
increases with long injection durations (higher load) and the injection starts realized at the
opening of the inlet valve (fig. 18 and 21).
Ne Mo Gh
[kW] [Nm] [kg/h]
130 800 46
Mo
125 750 44
120 700 42
115 650 40
38
110 600
36
105 550
34
100
Ne 32
95
30
90
Gh ge
28 [g/kWh]
85
26 360
80
24 340
75
22 320
70
20 300
65
18 280
ge
60 16 260
55 14 240
50 12 220
45 200
700 900 1100 1300 1500 1700 1900
Rotational speed, n [rpm]
Figure 9. MD-111E engine WOT diagram for double injection: Ne engine power, Mo torque,
Ge fuel consumption, ge specific fuel consumption
Ts Bm HC NOx
[oC] [mg/inj.] [ppm] [ppm]
820 130 600 600
800 125
550 550
780 120
760 115 Bm 500 500
740 110
450 450
720 105
700 100 400 400
680 95
NOx 350 350
660 90
640 85 300 300
620
250 250
600
580 200 200

Ts
560
150 150
540
HC
520 100 100
500
50 50
480
460 0
900 1100 1300 1500 1700 1900
Rotational speed, n [rpm]
Figure 10. MD-111E engine parameters for WOT operation: Ts exhaust temperature, Bm fuel
amount HC hydrocarbons, NOx nitric oxides
800
278
276 264
274 264
700 254 266 252
268 266
260 274 256 120kW
270 272
276 270
254 110kW
266 272
600 280 278
268 100kW
274 258 260 285
Mo [Nm]
276 262 278 90kW

500 290
Mo [Nm]
264
278 266 295
268 276 300 80kW
270
obrotowy,
280 272 274 305

400 70kW
285 310
Torque,
295
290 315 60kW
Moment
295 325 330

300 320
325 340
50kW
380
350
360 40kW
370 420
200 390 380
410 420 30kW
450
450
475 500
550 20kW
100 600
800 700
800
900 1000 10kW
700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Prdko obrotowa,
Rotational n [obr/min]
speed, n [rpm]
Figure 11. Generalized performance map of MDE-111E LPG engine equipped with sequential injection
system and catalytic converter
800
0.6
700
0.55 120kW
0.04 0.25
0.06 0.5
0.4 110kW
600 0.45
0.2
0.15
0.06 0.35 100kW
0.1 0.3
Mo [Nm]
0.25 90kW
500 0.15 0.2
Mo [Nm]
0.08 0.15
0.2 0.1 80kW
obrotowy,
0.08
400 0.018 0.06 70kW
0.04 0.006
Torque,
0.014 0.02
60kW
Moment
0.01
300 0.02
0.018 0.04 0.006 50kW
0.08 0.002
0.2 0.06 40kW
0.002
0.15 0.014
200 0.006
0.4 0.1 0.01
0.018 30kW
0.02
1.2 0.55 0.02
1 0.002
0.8 20kW
100
1.8 0.01 0.002
1.4 0.018 10kW
0.6 0.3 0.002
0.04
700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Prdko obrotowa,
Rotational speed,n [obr/min]
n [rpm]
Figure 12. Contour map for concentration of monoxide carbon for MDE-111E LPG engine equipped
with sequential injection system and catalytic converter
800
350 450
400
160 250 300
10 120
40
700 80 160 200
120kW
200 250
1 160
250 80 110kW
600 80 300 120
160
100kW
350 350
500 800 700
Mo [Nm]
500 600 400 90kW

Mo [Nm]
1000
900 450 300
400 80kW
obrotowy,
600 1200 1100 500

400 900
70kW
Torque,
60kW
Moment
300 350
600 50kW
350
160 40kW
80
200 500
400
30kW
10 400
1 300 20kW
100 10 80 160
10kW
80
10 40
700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Rotational speed,n n[obr/min]
Prdko obrotowa, [rpm]
Figure 13. Contour map for concentration of oxides of nitrogen for MDE-111E LPG engine equipped
with sequential injection system and catalytic converter
800
60
120
700 90 60
75
180 105 110 120kW
85 75
65 100 55
110kW
600 160 95
40 90
85 100kW
140 45
50 30 50
Mo [Nm]
500 90kW
80 65
Mo [Nm]
25 35 50 55
75
80kW
20
obrotowy,
55 70
400 70kW
65
Torque,
80 60
35 60kW
Moment
300 60
100 45
95 80 70 50kW
140
90 65 40
180 105 75
160 120 80 40kW
25
200
220 20
300 60 15 30 40 30kW
500 30 45 30 20
10 35
900 25 50 15 20kW
100 5 55
1200
200 60 75 10kW
65 15
2000
700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Prdko obrotowa,
Rotational speed,n n[obr/min]
[rpm]
Figure 14. Contour map for concentration of hydrocarbons for MDE-111E LPG engine equipped with
sequential injection system and catalytic converter
13.48 n=1500 obr/min

n=1500 rpm
wtrysk pojedynczy
single injection
13.44 injetcion time4,6
czas wtrysku 4,6ms
ms
420
CO2 [%]
13.40
400
13.36 HC
NOx [ppm]
380
NOx Intake valve
Przebieg lift
wzniosu
13.32 CO zaworu dolotowego
160 CO2 360
340
140
320
HC [ppm]
0.8
120
0.7
CO [%]
0.6
100
0.5
GMP
80
-200 -160 -120 -80 -40 0 40 80 120

Pocz
Start tek wtrysku
of injection [CA[deg]
OWK]
Figure 15. The effect of injection start on the concentration of CO, CO2, HC, NOx in the exhaust gas
(single injection, n=1500 rpm, injection duration 4.6 ms) for LPG in liquid phase
12.8 2.8
CO 2 [%]
12.4 2.4
12.0 CO [%]
11.6 2.0
11.2
1.6
1.2
Przebieg wzniosu
Intakedolotowego
zaworu valve lift 400
NOx [ppm]
360
n=1500 rpm 320

Wtrysk pojedynczy
single
n=900 injection
obr/min
injetcion time 5,5
4,6 ms
ms 280
czas wtrysku
HC
240
NOx
550
CO
500
HC [ppm]
CO2
450
400
350
300
250
-40 -20 0 20 40 60 80 100 120 140 160 180 200 220 240
Pocz tek
Start injection[[CA
ofwtrysku OWK]deg]
GMP
Figure 16. The effect of injection start on the concentration of CO, CO2, HC and NOx in the exhaust gas
(single injection, n=900 rpm, injection time 5,5 ms) for LPG in liquid phase
6-6,5 5,5-6 5-5,5 4,5-5 4-4,5 3,5-4 3-3,5 2,5-3 2-2,5 1,5-2 1-1,5 0,5-1 0-0,5
6,5
6
5,5
5
4,5
4
HC [g/kWh]
3,5
3
2,5
2
1,5
-20 1
20
0,5
60
100 0
140 5,5
Start of injection 180 6,6
[CA deg] 220 8,4
Injection duration [ms]
Figure 17. Specific HC emission for the selected injection parameters (single injection, n=900 rpm)
12-13 11-12 10-11 9-10 8-9 7-8 6-7 5-6 4-5 3-4 2-3 1-2 0-1
13
12
11
10
9
8
7
NOx [g/kWh]
6
5
4
3
-20 2
20
60 1
100 0
140 8,4
180 6,6
Start of injection 220
5,5
[CA deg] Injection duration [ms]
Figure 18. Specific NOx emission for the selected injection parameters (single injection, n=900 rpm)
220-240 200-220 180-200 160-180 140-160 120-140 100-120 80-100 60-80 40-60 20-40 0-20
240
220
200
180
160
140
120
CO [g/kWh]
100
80
60
-20 40
20
60 20
100 0
140 5,5
180 6,6
Start of injection
220 8,4
[CA deg] Injection duration [ms]
Figure 19. Specific CO emission for the selected injection parameters (single injection, n=900 rpm)
10-10,5 9,5-10 9-9,5 8,5-9 8-8,5 7,5-8 7-7,5 6,5-7 6-6,5 5,5-6 5-5,5
4,5-5 4-4,5 3,5-4 3-3,5 2,5-3 2-2,5 1,5-2 1-1,5 0,5-1 0-0,5
10,5
10
9,5
9
8,5
8
7,5
7
6,5
6 HC [g/kWh]
5,5
5
4,5
4
3,5
3
2,5
-20 2
20 1,5
1
60 0,5
100 0
140 4,4
Start of injection
180 6,6
[CA deg]
220
8,4
Figure 20. Specific HC emission for the selected injection parameters (single injection, n=1500 rpm)
15-16 14-15 13-14 12-13 11-12 10-11 9-10 8-9 7-8 6-7 5-6 4-5 3-4 2-3 1-2 0-1
16
15
14
13
12
11
10
9
NOx [g/kWh]
8
7
6
5
4
-20 3
20 2
60 1
100 0
140 8,4
Start of injection 180 6,6
[CA deg]
220
4,4
Figure 21. Specific NOx emission for the selected injection parameters (single injection, n=1500 rpm)
450-500 400-450 350-400 300-350 250-300 200-250 150-200 100-150 50-100 0-50
500
450
400
350
300
250 CO [g/kWh]
200
150
-20 100
20 50
60
100 0
140 4,4
Start of injection
180 6,6
[CA deg]
220 8,4
Figure 22. Specific CO emission for the selected injection parameters (single injection, n=1500 rpm)
At injection starts realized at closing the inlet valve the increase in specific CO emission is
observed (fig. 19 and 22). The investigations show that specific CO emission decreases with
injection duration (low load).
Table 2 presents the results of investigations on the effect of pilot and main injection on
noise level generated by the engine. The study was conducted for an engine speed of n =
1500 rpm and three different loads maximum, close to half of the maximum and not more
than 10% of the maximum load. There was changed pilot injection advance pp relative to
TDC (in the intake stroke), and the distance between pilot and main injection pz. The
study was conducted at a fixed value of ignition advance wz = 20 CA deg.
n Mo tinj pp pz wz LA L
[rpm] [Nm] [ms] [CA deg] [CA deg] [CA deg] [dB] [dB]
1499 10,7 4,4 285 100 20 98 102
1491 6,6 4,6 285 30 20 98 102
1498 7,7 4,4 285 160 20 98 102
1500 45,4 4,6 225 100 20 97 101
1501 336,0 10,2 285 100 20 98 102
1501 337,5 10,4 285 30 20 98 102
1500 329,2 10,4 285 160 20 97 101
1501 349,3 10,8 225 100 20 97 100
1500 735,0 18,0 285 100 20 97 100
1501 714,9 18,2 285 30 20 97 100
1501 713,8 18,2 285 160 20 97 101
1500 728,2 17,2 225 100 20 97 101
Table 2. The effect of pilot and main injection timing on nosie level of the engine
Sound level [dB]
Figure 23. Frequency spectrum of sound level at various injection timing

From table 2 and fig. 23 we can see that at an engine speed of 1500 rpm, regardless of the
load, both the start injection of pilot fuel quantity pp and the start injection of main fuel
quantity (characterized by the value of pz) do not have significant effect on the sound
level and its frequency.
5. Conclusions
The tested engine MD-111E reaches more than 125 kW at maximum tested speed, but at a
speed of 1500 rpm, when cooperates with a power generator has a power output of 115 kW,
what allows to cooperate with a power generator with a capacity of 125 kVA providing a
sufficient surplus of power.
The researches show, that injection timing has a significant relationship with the emission of
toxic ingredients in exhaust gases of the engine. LPG fuel injection carried out at closing of
intake valve causes an increase in specific HC emission and specific CO emission. For the
injection starts realized at opening of the intake valve an increase in the specific NOx
emission is observed. Realized researches show, that at an engine speed of 1500 rpm,
regardless of the load, both the start injection of pilot fuel quantity and the start injection of
main fuel quantity do not have significant effect on the sound level and its frequency.
The final value of timing and mutual location of the fuel quantities (for pilot and main
injection) with respect to TDC of the piston can be selected only because of the optimal
operation and environmental performances of the engine. It greatly simplifies the problem
of optimization of the ignition system and fuel injection system designed to fuelling using
LPG in liquid phase at sequential injection system and at split of injection.
The application of fuel system with dual LPG sequential injection of liquid phase and the
catalytic converter can achieve satisfactory environmental performances of the engine. The
use of a turbocharger gives the possibility to increase the engine power obtained in broad
range of engine speed with small modifications of fuel system.
The use of broadband oxygen sensor instead of the two state oxygen sensor can improve the
control accuracy and precision of fuel delivery. In this way can be met more and more rising
requirements connected with emission standards.
Author details
Artur Jaworski, Hubert Kuszewski, Kazimierz Lejda and Adam Ustrzycki
Rzeszw University of Technology, Faculty of Mechanical Engineering and Aeronautics,
Department of Automotive Vehicles and Internal Combustion Engines, Poland
6. References
Cipollone, R., & Villante, C. (2000). A/F and Liquid-Phase Control in LPG Injected Spark Ignition
ICE. SAE Technical Paper 2000-01-2974
Cipollone, R., & Villante, C. (2001). A dynamical analysis of LPG vaporization in liquid-
phase injection systems. International Workshop on "Modeling, Emissions and Control in
Automotive Engines" MECA'01, University of Salerno, Italy, September 2001
Dutczak, J., Golec, K., & Papuga, T. (2003). Niektre problemy zwizane z wtryskowym
zasilaniem silnikw ciekym propanem-butanem. VI Midzynarodowa Konferencja
Naukowa SILNIKI GAZOWE 2003, Zeszyty Naukowe Politechniki Czstochowskiej, pp.
296-303, ISBN 83-7193-208-1, Czstochowa, 2003
Hyun, G., Oguma, M., & Goto, H. (2002). 3-D CFD analysis of the mixture formation process
in an LPG DI SI engine for heavy duty vehicles. Twelfth International Multidimensional
Engine Modeling User's Group Meeting Agenda, Detroit, 2002
Lee, E., Park, J., Huh, K.Y., Choi, J., & Bae, C. (2003). Simulation of fuel/air mixture formation for
heavy duty liquid phase LPG injection (LPLI) engines. SAE Technical Paper 2003-01-0636
Oh, S., Kim, S., Bae, C., Kim, C., & Kang, K. (2002). Flame propagation characteristics in a heavy
duty LPG engine with liquid phase port injection. SAE Technical Paper 2002-01-1736
PN-EN ISO 8178, part 1-4, 1999-2001
Training materials of Vialle. Kielce, 2001
Chapter 6
Intelligent Usage of Internal Combustion

Engines in Hybrid Electric Vehicles
Teresa Donateo
http://dx.doi.org/10.5772/48120
1. Introduction
Since early 1900s, gasoline and diesel internal combustion engines have represented the
most successful automotive powering systems despite their low efficiency, their emissions
issues and the increasing cost of fuel. Their main advantage over both gas engines and
Battery Electric Vehicles (BEVs) is the very high energy density of liquid fuel that allows
long driving ranges with small (and light-weight) storage tanks and safe and fast refueling
processes. Moreover, gasoline and diesel fuels have an established infrastructure of
distribution that is difficult and very expensive to replicate for other energy sources.
Environmental issues, energy crises, concerns regarding peaking oil consumption and the
expected increase of number of cars in developing countries have eventually encouraged
research into alternative energy sources. However, they are still unable to penetrate the
market for several technological limitations.
The main drawback of BEVs resides in the batteries. They are still too expensive, too bulky
and heavy (due to their low energy density). Moreover, they have an unsatisfactory life
cycle and require long recharging times. Vehicles using fuel cell (FCV) a very clean fuel
conversion system, have technologic drawback even higher. They add to the problems of a
BEV, the use of a very light gaseous fuel that has severe limitations in terms of producing
process, storing system, safety and distribution infrastructure. Thus, they are not to be
considered as a viable way for eco-mobility in the next future (German, 2003).
Hybrid electric vehicles are characterized by the presence of two different typologies of
energy storage systems: usually a battery and a gasoline or diesel fuel tank. HEVs have no
limitation of range with respect to conventional vehicle and use the existing distribution
infrastructure. The main advantages of HEVs are: the flexibility in the choice of engine
operating point that allows the engine to be run in its high efficiency region and the
2012 Donateo, licensee InTech. This is an open access chapter distributed under the terms of the Creative
Commons Attribution License (http://creativecommons.org/licenses/by/3.0), which permits unrestricted use,
distribution, and reproduction in any medium, provided the original work is properly cited.
possibility of downsizing the ICE and so obtaining a higher average efficiency. Moreover,
the engine can be turned off when the vehicle is arrested (e.g., at traffic lights) or the power
request is very low (reduction of the idle losses).
PHEVs can be considered either as BEVs that can be run in hybrid mode when the state of
the charge (SOC) of the batteries is low or as HEVs with batteries that can be recharged from
the electricity grid. They are characterized by the use of much larger battery pack when
compared with standard HEVs. The size of the battery influences the All Electric Range
(AER), an important design parameters of PHEVs that is defined as the number of miles
they vehicle can run in pure electric mode on the UDDS cycle. A vehicle is classified as
PHEVXY if it has an AER of XY miles.
PHEVs require fewer fill-ups at the gas station than conventional cars and have the
advantage, over HEV, of home recharging.
BEVs, HEVs, and PHEVs have also the capability of partially recovering energy from brakes
by inverting the energy flow from batteries to wheels through the electric machine.
Simpson, 2006 presented a comparison of the costs (vehicle purchase costs and energy costs)
and benefits (reduced petroleum consumption) of PHEVs relative to HEVs and conventional
vehicles. On the basis of his model, Simpson found that PHEVs can reduce per-vehicle
petroleum consumption. In particular, reductions higher than 45% in the petroleum
consumption can be achieved using designs of PHEV20 or higher (i.e. vehicles containing
enough useable energy stored in their battery to run more than 20 mi (32 km) on the UDDS
cycle in electric mode according to the previous definition of AER).
The study of Simpson, 2006 underlined that from the economic point of view, the PHEVs
can become a competitive technology is the cost of petroleum will continue to increase and
the cost of the batteries will decrease.
Because of different characteristics of multiple energy sources, the fuel economy and the
environmental impact of hybrid vehicles mainly depend on a proper power management
strategy. The particular operating strategy employed in this kind of vehicles significantly
influences the component attributes and the value of the PHEV technology (Gonder et al.
2007).
Generally speaking, the environmental impact of an ecologic vehicle has to be determined

with a well to wheel (WTW) approach. From a tank to wheel (TTW) point of view, a
BEV, or a PHEV running in electric mode do not produce either pollutant or greenhouse
gases while the emissions of pollutant and CO2 in the WTW processes depend on the
primary source and the technology used to generate electric energy at the grid. The well-to-
wheel CO2 emissions of a FCV can be equal to those of a diesel engine vehicle if it uses
hydrogen produced from non-renewable energies sources (Guzzella and Sciaretta, 2007).
In a hybrid vehicle, the local emissions of CO2 and pollutant strongly depend on the
management strategy used for the ICE that becomes the main issue in both HEVs and
PHEVs.
Intelligent Usage of Internal Combustion Engines in Hybrid Electric Vehicles 135
2. Classification of hybrid vehicles

Hybrid Electric Vehicles can be classified according to their architecture, the
discharge/recharge mode of batteries and the level of hybridization.
As for architecture, HEV are called parallel when they use a gasoline or diesel engine
mechanically coupled with an electric motor at the same shaft to satisfy the power request at
the wheels. A parallel HEV can be run in five modes of operation (Guzzella et al, 2007):
power assist (the electric motor give the supplementary torque to the shaft when the request
is higher than engine available torque), battery recharging (a part of the engine power is
used to recharge the batteries), electric mode (engine turned off), conventional vehicle
(electric motor turned off) and regenerative braking.
In a series hybrid, the power request is entirely satisfied by the electric motor. Electric
current to the motor is the algebraic sum of the current form/to the batteries and the current
produced by an engine-driven generator. A series HEV can be run in four modes (the same of
a parallel vehicle apart from conventional mode since the engine is not connected to the shaft).
Combined hybrid that can be run either in parallel and series mode have also been
developed and introduced in the automotive market.
Traditionally, series HEVs have been neglected in scientific literature since they are less
efficient than parallel HEVs and require more additional weight. Moreover, their energy
management was considered trivial: a simple on-off engine control was considered
sufficient. However, the increasing interest in plug-in vehicles has given new impulse to the
research of advanced control strategies for series architectures.
There are two possible ways to regulate the energy management of hybrid vehicles with
batteries. The first one (charge depleting mode, CD) accepts the batteries to be completely
discharged during the mission. In this mode, the battery SOC can increase or decrease in
time but it tends to be reduced along the mission. This approach can be considered for
plug-in vehicles only. The second one (charge sustaining mode, CS) tries to keep the
battery always charge to not affect the vehicle autonomy. The SOC can increase or
decrease in time but it tends tore main constant during the mission (for series and parallel
HEVs, not possible for BEV).
A PHEVs is usually run in CD mode without using the engine until reaching a pre-assigned
lower bound on the SOC, then a CS strategy is adopted. Another possibility is to discharge
gradually the battery throughout the trip as in the so-called blended mode control (Tulpule et
al., 2009).
This makes a PHEV more complex, more dependent on traffic and route information and
more efficient than a standard series HEV.
Another classification of importance for hybrids is the degree of hybridization. Micro-

Hybrids are quite similar to conventional vehicles, from that they differ for the presence of a
slightly larger battery and a little more powerful electric motor that allow the engine to be
turned off when the car is stopped at the cross-lights and then turned on again when the
vehicles moves. This system, named Start&Stop is nowadays adopted by several automotive
companies in order to fulfill the Euro V standard. It does not require an increase of the
voltage of the electric systems. The increase in cost and complexity is quite small like the
potentiality to decrease fuel consumption. By further increasing the electric power and the
voltage, it is possible to recover the braking energy (+5-10% in fuel economy, Chan, 2007). If
the power of the electric motor increases, the internal combustion engine can be downsized
and the electric motor is used to increase the pick power with the Power Assist logic. This is
the case of mild hybrids (like Honda Civic and Honda Insight), that can increase fuel
economy by 20-30% (Chan, 2007) with a similar increase of cost. Mild hybrids usually are
not able to be run in all electric drive like Full Hybrids. Full hybrids can achieve a 40-50%
higher fuel economy than conventional car. (Chan, 2007) They work with very high tension
in order to accept the largest electric power. They can be sub classified in Synergy Hybrids
and Power Hybrids. The former are designed to maximize fuel economy (downsized
engine) while the latter use the electric motor to increase the available torque (no-
downsizing).
Finally, the term Range extender is used to define series hybrid vehicles where the small
engine-alternator group is only used to recharge the battery when their SOC is too low.
2.1. Designing and managing internal combustion engines for hybrid

applications
The role of the internal combustion engine in hybrid electric vehicles (HEVs) is quite
different from conventional vehicle. The engine has no more to be designed to fulfill the
performance (maximum speed, acceleration and climb) required for the vehicle but can be
downsized, thus reducing fuel consumption and greenhouse emissions. Moreover, the
internal combustion engine can be better managed in order to avoid low-efficiency and
high-emission operations like idling, vehicle stops and strong accelerations.
The current approach to HEV design is to use internal combustion engines developed for
conventional vehicles. From this point of view, the advantage of fuel economy of HEVs can
be actually defeated by the higher complexity, weight and volume of the power-train.
However, many of the electronic-controlled devices used in engine to increase their
efficiency and reduce emissions at idle and low speed-low torque operating mode are
completely useless in HEV applications. This means that simpler, lighter and less costly
engine could be developed for hybrid applications.
It is well known that internal combustion engines have poor fuel economy and larger if they
work at low temperature. This is particularly important in hybrid electric vehicles since they
allow the engine to be turned off for long periods during which the engine temperature
decreases. This can lead to higher cold-start emissions particularly due to the poor
conversion efficiency of the after-treatment devices when the light off temperature is not
reached. On the other hand, hybrid electric allow either engine or after-treatment devices or
both devices to be controlled to reduce the warm-up period and improve their performances
in a fully integrated approach (Bayar et al., 2010). In HEV, the engine is cranked to higher
speed than conventional vehicles and this makes the combustion condition during startup
process quite different. Yu et al., 2006, investigated the effect of cranking speed on the
start/stop operation of a gasoline engine for hybrid applications. Once again, fuel economy
and emission during the engine start process depend on the control strategy used for the
engine and the motor.
In order to reduce the warm-up period of the engine Lee et al., 2011 considered the
recovering of exhaust gas heat exchanging system with coolant and gear box oil
simultaneously. Accordingly, they developed an exhaust heat recovery device, which
performs integral heat exchange of the exhaust gas heat of engine to increase the
temperature of the coolant and the gear box oil, thereby reducing friction loss and
improving fuel economy.
2.2. Approaches to the supervisory control models

The capability of a HEV in reducing fuel consumption and pollutant emissions strongly
depends on the supervisory control strategy and the specific driving conditions. In fact, in
hybrid electric vehicles a supervisor control system defines in each time the power split
between the fuel conversion system (engine/alternator or fuel cell) and the electric storage
systems (batteries and/or super capacitors) in order to minimize fuel consumption, sustain
battery charge and reduce polluting emissions. Note that these goals are competitive and the
performance of the HEV strongly depends on which goal it is given a higher importance.
The optimization should be performed, ideally, over the entire life cycle of the vehicle even
if a much shorter time interval (from a small number of minutes to few hours) is usually
taken into account.
Several approaches for the optimization of energy management of a HEV have been
presented in literature (Serrao, 2009). They can be classified in four categories: numerical
optimization, analytical optimal control theory, instantaneous optimization and heuristic
control techniques.
Heuristic control techniques are based on a set of rules that generate control action (i.e., the
power to be delivered from the two energy sources) according to the value of some vehicle
parameters like speed, acceleration, battery SOC, etc. These methods easy to implement in
vehicles but they do not guarantee the minimization of either fuel consumption or emissions
and the achievement of charge sustaining at the end of the mission.
Numerical optimization usually applies dynamic programming to optimize the vehicle

behavior with the unrealistic assumption of perfect knowledge of the vehicle driving
conditions (Lin et al, 2003).
An alternative to dynamic program is the application of the Pontrayagins principle. This

approach assumes that the power train can be described with simple analytical functions.
Thus, it is often a too simplified approach and it also requires the knowledge of the driving
cycle to be applied (Anatone et al. 2005, Serrao et al. 2008).
In the instantaneous optimization approach, the global minimization problem is

implemented and solved as a sequence of local optimization problems. The best known of
these strategies is the Equivalent Consumption Minimization Strategy for charged-
sustaining vehicles. The ECMS tries to minimize the equivalent fuel consumption that is
calculated as the sum, in a time interval t, of the actual engine fuel consumption and the
fuel equivalent of the electric energy stored in/extracted from the battery in the time interval
t. Since battery is only used as an energy buffer, its energy is produced ultimately by the
fuel that the engine has consumed/saved in the past (or will consume in the future). The
main drawback of the approach is that it requires the definition of equivalent factors in the
conversion of fuel energy to electrical energy and vice versa (Guzzella and Sciarretta, 2007).
Recently, Millo et al. 2011 extended the ECMS technique to include engine emissions. In
particular, they correlated the use of the battery with equivalent NOx emissions and
compared the results of the fuel consumption-oriented optimization and the NOx
optimization in terms of State of Charge history, engine operating points, etc. with respect to
several standard driving cycles.
The usage of standard driving cycles in the optimization of the control strategies is a
common way to obtain sub-optimal controller that, however, can give poor results in the
real driving conditions.
2.3. Prediction of vehicle driving patterns

As explained before, the possibility of estimating the future driving profile (speed and
related power demand) is a key issue in the development of hybrid vehicles. In fact, the
supervisory controller of a HEV could use the future speed profile to optimize the power
split in a future time window in order to minimize fuel consumption, pollutant emission,
battery usage and so on. Moreover, the information about future can be used to activate the
electric warming of engine and after-treatment devices. In this way they will be at the right
temperature when the engine will be turned on and the exhaust gas flow will enter the after-
treatment device.
In literature, a number of auto-adaptive techniques which try to predict future driving

conditions based on the past ones have been defined A possible approach is to predict the
future driving conditions based on the past behavior of the vehicle (Sciarretta et al, 2004)
relying on the assumption that similar operating conditions will exist. But the future driving
profile also depends on the instantaneous decisions which the driver will take to respond to
the physical environment (driving patterns). Moreover, recent studies have shown that
driver style, road type and traffic congestion levels impact significantly on fuel consumption
and emissions (Ericson, 2000, Ericson, 2001). For these reasons, the control strategies
proposed in some schemes (Won et al, 2005) incorporate the knowledge of the driving
environment.
In the case of series HEV, the knowledge of the driving conditions have been found in
literature to be less important than in the case of parallel hybrids (Barsali et al,. 2004).
In the case of plug-in hybrid electric vehicles, the control is more complex, strongly
depending of the initial value of SOC and on the mission length, particularly if Blended
Mode control methods are used. In fact, if the total trip was known, the best results would
be obtained if the SOC would reach the lower value at the end of the trip (Karbowski et al.
2006). Gong et al. 2007, developed an Intelligent Transportation System that uses GPS
information and historical traffic data do define the driving patterns to be used in the
optimization. Donateo et al. 2011, have estimate numerically that the knowledge of the
driving cycle in a future time window of 60s can improve fuel consumption in a series
PHEV with Blended Mode control by 20%.
3. ICT and sustainable mobility

3.1. Intelligent vehicle technologies
According to Gusikhin et al. 2008, a vehicle can be defined as intelligent if it is able to sense
its own status and that of the environment, to communicate with the environment and to
plan and execute appropriate maneuvers. The first application of intelligent vehicle systems
has been the increase of safety by providing driver assistance in critical moments. A
combination of on-board cameras, radars, lidars, digital maps, communication from other
vehicles or highway systems are used to perform lane departure warning, adaptive cruise
control, parallel parking assistants, crash warning, automated crash avoidance, intelligent
parking systems.
Markel et al. 2008 studied the effect of integration between an electrified vehicle fleet and
the electric grid in order to increase the amount of renewable energy used to power the
electric vehicles by optimizing the timing and the power of the charging processes during
the day. Different communication protocols have been considered and compared by Markel
et al. Intelligent Transport Systems like traffic management can have a direct effect on the
emissions of CO2 produced by the automotive floats (Dimitrakopoulos, 2011). According to
Janota et al. 2010, Intelligent Transportation Systems can reduce consumption and emissions
by acting on the vehicle (by monitoring and controlling the engine), on the infrastructure
(reduction of number/duration of congestions and stoppage, optimization of intersection,
cooperative systems to avoid congestions) and on the driver (planning of ecologic routes
based on real-time information, support to driver for economic drive).
Recently, Information and Communication Technologies (ICT) techniques have been
proposed for gathering information about the vehicle routes and road conditions that could
allow the evaluation of the future power request of the vehicle over a large time window.
ICT techniques can be used to estimate the future driving profile, suggest low consumption
behaviors to the driver, propose alternative route, communicate the position and the status
of electric recharging stations, etc. (Sciarretta et al, 2004).
Schuricht et al. 2010 analyzed two active energy management measures. The first one, uses
advanced traffic light, and communication systems to support the driver during intersection
approaching. The second one explores the uses of information and sensor sources from the
traffic telematics for the predictive online optimal control of hybrid vehicles.
3.2. The CAR approach

The role of Intelligent Transport Systems in the improvement of PHEV performance and
spreading of vehicles electrification is a research issue at the Center for Automotive
Research at the Ohio State University. Starting from the awareness that traffic, weather and
road conditions will be available in the next future through vehicle-to-vehicle and vehicle-
to-infrastructure communications, the researchers at CAR emphasize the possibility this
information in order to adapt the tuning of the energy management controller in HEVs,
predicting the future driving profile, signaling the availability of recharge stations,
predicting the route and generating statistical information for modifying pre-stored maps.
In the paper of Tulpule et al. 2011, the authors concentrated on the impact of the available
data on the energy management in order to identify the most important factors on the actual
fuel consumption of a PHEV. The factors analyzed in the investigation, named Impact
Factors, derive from both weather information (temperature and humidity) and traffic
information (status of traffic lights, presence of pedestrian, road events in intra-city highway
and inter-city highway). Their importance on the performance of the ECMS strategy were
evaluated on the basis of a large amount of data acquired on a Toyota Prius converted to
plug-in mode. The plug-in Prius has been run for a total of 60,000 miles in the campus area
of the Ohio State University and several parameters like GPS information, temperature, fuel
consumption, battery SOC, etc. were collected along with time and date.
To study the effect of the driving patterns, Gong et al. 2011 used a statistic approach to
analyze real world profiles and derive information about average speed, speed limits,
segment length, etc. These data were used to build a series of reference driving cycles by
using the Markov chain modeling. The results of the investigation showed that the driving
patterns have a relevant effect on the performance of a plug-in HEV and that the statistic
values of acceleration have the largest impact of the tuning of the ECMS strategy.
3.3. The CREA approach

The CREA idea of intelligent hybrid vehicle includes the possibility of sensing the traffic
environment in which it moves to predict the future driving conditions (Ciccarese et al.
2010). In particular, the vehicle is assumed to receive information from GPS, on-board
sensors and vehicular communications. The scheme of the intelligent HEV according to the
CREA research center is shown in Figure 1.
This information can be used on-board to perform a simulation of the traffic in a pre-set time
window in order to predict the power request pattern in the next future and execute on-line
optimization of the energy management over the predicted power pattern. The main
difference with the CAR approach is that the vehicle is assumed to be able to compute on-
board a simulation of the traffic conditions by using a microscopic road traffic simulation to
derive its own future power request profile and optimize fuel consumption, battery usage,
emissions levels, etc. This approach requires a relevant on-board computational capability
that we believe could be available in the next future for other applications like safety,
entertainments and so on. Alternatively, the simulation of the traffic patterns and the
calculation of the speed profiles of the vehicles in a particular urban zone could be
performed by a central computational unit that could send the results to the vehicles
circulating in that zone.
Wireless card
Information from
other vehicles
and infrastructure
Local information Vehicle
(position, speed, energy
GPS receiver road network map) Prediction Feedback Energy parameters
Sensors system monitoring
Powertrain
Feedback Future simulator
speed
profile Energy
management
Power
split
Prediction
Optimizer Engine
accuracy
Figure 1. An intelligent hybrid vehicle according to the CREA approach
The gray area in Figure 1 represents the tools to be implemented on board. They include the
prediction system, which is used to estimate the future speed profile of the vehicle, a power
train simulator, which evaluates the evolution of fuel consumption and battery SOC during
the prediction interval, and an optimizer, which is used to optimize the parameters of the
control strategy.
3.3.1. The prediction block

This block gathers status messages that surrounding vehicles and/or the infrastructure
broadcast. Messages transmitted by a vehicle carry status information, such as position,
speed, acceleration, etc., and, optionally, some information related to its route. Messages
generated by the infrastructure, instead, carry the current status and the timing of traffic
lights. Besides the status information received through vehicular communications, the
system gathers the status information on the predicting vehicle locally obtained by a GPS
receiver and/or on-board sensors and also retrieves the data on road network from the
digital maps used by the GPS navigation device.
The information gathered is exploited to take, at regular intervals, a snapshot of the traffic
scenario in a given area. Each snapshot is the input to a run of module which simulates the
traffic dynamics over a certain time interval, whose duration is at most equal to the
prediction horizon. In Ciccarese et al. 2010, a modified version of SUMO software has been
considered as on-board simulator.
SUMO (Simulation of Urban MObility) is an open source microscopic road traffic simulator.
The input parameters of SUMO consist of the road network, the characteristics of each
vehicle, the path (route) that each vehicle follows and the timing of traffic lights.
Vehicles with the same characteristics are grouped in classes and, for each class, a set of
mechanical specifications is provided maximum speed, acceleration and deceleration.,
vehicle length, mass, friction coefficients, etc.
The road network is represented by an oriented graph, where nodes correspond to

intersections and arcs to one-way lanes. For each lane, the maximum speed, the slope and
the classes of vehicles which are allowed to go along it have to be also specified. The route of
a vehicle consists of a list of consecutive arcs in the graph.
Using the input data, SUMO generates a mobility trace for all vehicles according to a Car-
Following model (Wang et al. 2001): each vehicle tries to hold its speed close to the
maximum one allowed for the current lane and decelerates if it is approaching either to an
intersection or to another vehicle on the same lane; in the latter case, its speed is adapted to
that of the vehicle which moves ahead of it.
The accuracy of the proposed prediction method has been tested experimentally (Ciccarese
et al. 2012) in a augmented reality environment to simulate the presence in the Ecotecke
campus of a certain number of vehicles able to communicate with the target vehicle. The
experimental campaign showed that the inaccuracy of the prediction method is below
4km/h. In Figure 2, a comparison is shown between the predicted and the actual speed
profile of the target vehicle in a time window of 100s. More details about the experimental
campaign can be found in Ciccarese et al. 2012.
Figure 2. Example of speed profiles obtained by the experimental environment
3.3.2. The power-train simulator

The Power train simulator block implements a model of the power-train. The block
processes the output of the prediction system and calculates the related power demand of
the predicting vehicle by considering aerodynamic force, inertial contribution, rolling force
and grade force. Information from on board sensors (ambient temperature, asphalt
conditions, tires pressure and temperature) can be used to correct the predicted load. Then,
the block simulates the energy flows according to the selected energy management strategy
(described above) and evaluates the evolution of fuel consumption and battery SOC during
the prediction interval.
Two different paradigms are usually considered to simulate a hybrid vehicle (Guzzella and
Sciaretta, 2007). In the backward paradigm, the velocity of the vehicle is an input. According
to the vehicle specification and speed values, the power request at the wheel is calculated.
By means of static maps, the energy consumption of both engine and batteries is calculated
according to the selected energy management strategy. If the power-train is not able to meet
the cycle requirements, the acceleration is reduced and the vehicle diverges from the driving
cycle.
In a forward or dynamic model, the power requested by the driver through the acceleration
and braking pedals is used as input to evaluate the acceleration and the vehicle speed. This
kind of model is used for the development of the control systems, while the backward
method is best suited for analysis and evaluation of the energy and power flow in the
vehicle driveline. Thus, a backward model is considered in the proposed scheme.
If the driving cycle is predicted with a traffic model that takes into account the actual
acceleration and deceleration capability of the power-train, it is not necessary to check if the
vehicle is able to follow the prescribed driving cycle.
3.3.3. The energy management system

This block implements the supervisor control system which defines, at each time, the power
split between the fuel conversion system (engine/alternator in a series HEV) and the electric
storage systems (generally batteries) with the constraints that the sum of the power
extracted from each energy source must be equal to the total power requested at the wheels.
3.3.4. The optimizer

The role of the optimizer block is to adapt the parameters of the actual control strategy to
the future driving conditions. This block can be implemented either as a on-line optimizer or
as a memory device for loading optimized maps (Donateo et al. 2011).
3.3.5. Monitoring blocks

The system also includes a block, named Energy monitoring, which monitors the energy
parameters of the vehicle (engine efficiency, level of gasoline in the tank, battery SOC, etc.)
and evaluates the effectiveness in optimizing the energy management. This evaluation is
carried out at regular intervals of duration equal to the prediction horizon.
Another block, named Prediction accuracy, evaluates the prediction error (based on a
comparison between the actual speed profile evaluated by GPS and that estimated by the
prediction system). The output of the Prediction accuracy block could be used to trigger a
new prediction run.
4. A test case: ITAN500

In order to evaluate the effectiveness of the CREA approach in reducing fuel consumption of
a plug-in HEV, a numerical investigation has been performed with respect to ITAN500..
ITAN500 a four-wheel vehicle prototype with a size comparable with that of a large scooter.
ITAN500 can be classified as PHEV40 because its all-electric range is 40 miles on the UDDS
cycle.
The vehicle was designed to reach a maximum speed of 90km/h in hybrid configuration
with a mass of about 800 kg. By taking into account the overall transmission ratio (1/3.46)
the DC motor was selected in order to generate a torque of about 27 Nm at the speed of 3560
rpm. A set of six lead acid batteries in series are used to produce the nominal voltage of 72V
required to feed the electric motor. The choice of lead acid batteries was due to the need of
reducing the vehicle cost. However, other kinds of batteries are currently under
consideration.
A small gasoline engine with a maximum power of 9.9kW at 3600 rpm is used to extend the
range of the vehicle. More details on the power-train (shown in Figure 3) can be found in a
previous publication (Donateo et al. 2012).
Figure 3. Scheme of the ITAN500 power-train
4.1. The VPR power-train simulator

VPR (Vehicle Power Request) is a backward model that uses quasi-static maps for the main
power-train components (thermal engine, motor and batteries) to predict their efficiency
according to the requested values of torque and speed.
The main outputs of the VPR model are the evolution of fuel consumption and battery SOC
along the driving cycle. Starting from the velocity speed and grade traces, the vehicle power
request is calculated by considering aerodynamic force, grade force, inertial contribution
and rolling force. An example of vehicle power request trace is shown in Figure 4 together
with other VPR output.
Note that during deceleration the power request is negative which means that the braking
energy can be recovered and stored in the batteries. In the example shown in Figure 4,
engine is turned on only in a small fraction of the vehicle missions, around 500s from the
start of the cycle.
Figure 4. Example of VPR results
The efficiency of the electric motor according to torque and speed has been evaluated
experimentally on an inertial test bench (Donateo et al. 2011).
Since the engine is run at the constant speed of 3000 rpm, its efficiency is considered as
function of torque only. Literature data have been used to derive the maps of Figure 5.
The data of Figure 5 refers to a fully-warmed case, i.e. the temperature of the engine block is
at the nominal temperature of 90C. However, engine efficiency is strongly dependent on its
temperature; in particular it is very low at cold start. In the VPR model, the efficiency data of
Figure 5 are corrected as proposed by Guzzella et Onder, 2004 by multiplying the full-
warmed engine efficiency by a correction factor whose dependence on temperature is
shown in Figure 6.
Figure 5. Fully-warmed engine efficiency versus torque at 3000rpm
7
6
Correction factor
5
4
3
2
1
0
-10 10 30 50 70 90
Engine temperature
Figure 6. Correction factor for engine efficiency as a function of the block temperature
Note that if VPR is run on-board, the temperature of the engine block is a measured data
while in the present investigation it has to be simulated. For this reason, a thermal model
based on a zero-dimensional simulation of the engine has been proposed (Donateo et al.
2012). The thermal model is able to simulate the increase of temperature when the engine is
on as a function of its actual torque. When the engine is off, its temperature decreases due to
the heat transfer to the surrounding air. More details on the thermal model can be found in
Donateo et al. 2012.
An example of temperature trace versus time obtained from VPR with the same input
conditions of Figure 4 is shown in Figure 7.
Figure 7. An example of temperature trace obtained with the thermal model of the engine
The overall electric efficiency between the chopper and the wheels is set constant and equal
to 0.65 for the present investigation.
4.2. The energy management strategy

The energy management strategy developed for ITAN500 includes an initial Charge
Depleting (CD) mode where the battery only is used until a threshold value of battery SOC
is reached (SOCCD). Then, the vehicle can be run in three different modes.
In Mode 1, the power to the motor is supplied only by the generator/engine group.
Mode 2 uses only battery to supply power. Both engine and battery are used in the other
modes. In particular, in mode 3 the engine is used both to charge battery and to supply power
to the motor while in mode 4 the engine and the battery are used together to feed the motor.
According to the actual power to be supplied to the motor to move the wheels (Pload) and
instantaneous value of SOC, the power-train is operated in one of the Areas 1-11 of the Figure
8. In particular, mode 1 is preferred in the high power region except when the battery SOC is
very high (Area 5). Mode 2 is mandatory in three cases: when the battery is fully recharged
(Area 3), in braking (Area 1) and when the load power is very low (Area 2). Moreover, the use
of mode 2 is preferred when the SOC is reasonably high and the load power relative low with
respect to the engine nominal power (Areas 4 and 7), otherwise the use of engine is preferred
(Areas 8). Area 6 and 9 correspond to the use of the engine to recharge the battery (mode 3).
However, this is possible only when the sum of the load power and the power request to
recharge the battery is lower than PICE,max. If not, mode 1 is used.
Note that Areas 11 and 10 of Figure 8 were not taken into account because the power
request is always lower than PICE,max for all the operating conditions considered in the
present investigation.
The actual size of each area depends on the values of energy management parameters
SOCCD, SOCmin, k and PICE,min that influences the results in terms of fuel consumption and
battery usage over a specific vehicle mission. The meaning of SOCmin, and PICE,min is quite
straightforward while some explanation has to be given for K. The K parameter was
introduced to solve the dilemma between using mode 1 or mode 2 in Areas 7 and 8 since
neither the engine nor the battery works at their best in that region. By using K it is possible
to prefer the battery at relative low power and high SOC (area 8) and the engine otherwise .
Figure 8. Energy management strategy
4.3. The optimizer

The optimal combination of the parameters can be easily performed off-line with a general
optimization algorithm like genetic algorithms (Paladini et al. 2007).
The role of the optimizer is to find the optimal combination of parameters in Table 1 that
define the size of the areas of Figure 8. For the optimization described in this paragraph, the
minimum and maximum values and the steps of variation of the design variables reported
in Table 1 were considered.
Variable Min Max

SOCCD (%) 60 80
SOCMIN (%) 20 60
K 0 1
PICE,min [W] 500 6200
Table 1. Design variables for the optimization
In each case, the goal of the optimization was the reduction of the equivalent fuel
consumption calculated in the following way:
m ICE ( ) m
tot wFC m eq , BATT (1)
where:
ICE ( ) is the effective fuel consumption function of engine temperature ;
m
w FC is the weight assigned to the level of fuel stored in the tank. It is set equal to 1 if the
tank level is greater than 25% When the tank level is very low, this parameter is increased to
prefer battery usage when the fuel level is low. In particular wFC is 1.2 for
10%<tank_level<25% and 1.5 for tank level lower than 10%.
Note that eq. (1) has been obtained by adapting the equivalent fuel consumption defined by
Sciarretta et al. 2004 for a parallel HEV to the specific power-train of ITAN500.
The equivalent fuel consumption of the battery is obtained as follows:
PBATT
eq , BATT
m (2)
QLHV t
where represents the average fuel consumption of the battery which is assumed to be
constant and the same in charge and discharge in the present investigation.
When the battery is in charge, PBATT represents the power that could be stored in the battery.
Due to the battery efficiency , the actual power stored in the battery (which define the
equivalent fuel consumption) is lower than PBATT. This is taken into account by setting =1.
In discharge, PBATT is the power requested from the battery is increased by (=-1).
To complete the description of eq. (3), QLHV is the lower heating value of the fuel (in the
present investigation gasoline is considered with QLHV =44MJ/kg while t is the time step of
the driving cycle (t =1s).
The penalty function fp(SOC) takes into account the battery usage in the optimization
process and has been defined according to Sciarretta et al. 2004.
4.3.1. Driving cycles

In the present investigation three kinds of driving cycles were taken into account for
ITAN500. The first two are standard driving cycle adopted for the registration on new cars
(NEDC and UDDS). Other numerical cycles were obtained with the help of SUMO. The
ITAN500 has been simulated to move in the Ecotekne campus of the University of Salento
for about 10000s (2.8h) together with other vehicles that, unlike ITAN500, can enter and exit
the campus area. Different driving scenarios were taken into account by changing the
number and the specification of the vehicles moving in the area.
The specification of the vehicles are used in the framework of SUMO to calculate the
maximum values of acceleration/deceleration allowed to each vehicle according to the
difference between the actual power request (depending on aerodynamics, rolling and
inertia) and the maximum traction/braking power of the vehicle. Cycles obtained in this way
were named as Trace A to Trace H. More details on the procedure used to obtain the
numerical cycles can be found in Donateo et al. 2011.
Another cycle named R has been taken into account. This cycle is an actual driving cycle
acquired with a GPS system on board of the vehicle ITAN500 when it is run in all electric
range. The cycle has been assumed to be executed for 25 times (R*25) in order to obtain
results of fuel consumption and battery usage comparable with those of cycles A and B.
The specifications of the cycles taken into account in the investigation are reported in Table
2. Note that all the cycles taken into account in the present investigation refer to a zero grade
condition.
Average Min speed

Cycle Total time [s] Max speed [m/s]
speed [m/s] [m/s]
Cycle_NEDC 1225 8.93 33.36 0
Cycle_UDDS 1370 8.73 25.37 0
Cycle_1015 661 6.90 19.45 0
Cycle_HWFET 766 21.56 26.80 0
Trace A 10001 4.69 13.90 0
Trace B 10801 6.88 13.90 0
Trace C 9999 1.79 8.33 0
Trace D 10001 2.00 8.33 0
Trace E 10001 1.38 8.33 0
Trace F 10001 1.08 8.33 0
Trace G 10001 1.95 8.33 0
Trace H 10001 1.47 8.33 0
Cycle R 382 25.75 41.61 0.2
Table 2. Specification of the driving cycle taken into account for the creation of the maps
4.3.2. Full knowledge approach

In this approach the driving cycle is assumed to be completely known and the parameters of
Table 1 are optimized for each cycle of Table 2. The results of the application of this
approach to cycles A, B, R, NEDC and UDDS are reported in Table 3.
Cycle Duration Equiv.fuel FC SOCCD SOCMIN K PICE,MIN

[s] cons. SOC [l] (%) (%) [kW]
[l/100km] [%]
#A 10000 2.78 24.8 1.02 65 44.4 0.9 3.2
#B 10800 3.1 24.7 1.96 77.9 50.1 0.6 2.6
#R*25 9550 3.38 24.8 1.91 77.3 34.8 0.98 2.4
#UDDS 1370 1.66 18.7 0.08 60.6 37.6 0.97 6.1
#NEDC 1225 2.52 17 0.16 71.4 35.6 0.26 5.9
Table 3. Results of the optimization in the case of full knowledge (initial SOC 45%)
4.3.3. No-knowledge approach

The driving cycle is assumed to be completely unknown. The parameter of the control
strategy are optimized for the NEDC cycle and applied to the other cycles. The results are
reported in Table 4.
Cycle Duration Equiv.fuel FC SOCCD SOCMIN K PICE,MIN

[s] cons. SOC [l] (%) (%) [kW]
[l/100km] [%]
#A 10000 3.47 25 1.29 71.4 35.6 0.26 5.9
#B 10800 3.85 25 2.38 71.4 35.6 0.26 5.9
#R*25 9550 3.89 25 2.19 71.4 35.6 0.26 5.9
#UDDS 1370 1.67 18.7 0.08 71.4 35.6 0.26 5.9
#NEDC 1225 2.52 17 0.16 71.4 35.6 0.26 5.9
Table 4. Results of the optimization in the case of no knowledge (initial SOC 45%)
4.3.4. Prediction & maps supervisory control

In order to reduce the on-board computational load required by the CREA approach,
Donateo et al. 2011 proposed the use of maps that are optimized off-line with respect to
reference driving conditions. They were obtained with the following procedure.
All cycles of Table 2 have been taken into account to generate one global driving cycle of
85208s (about 23 hours). Then, the VPR has been used to calculate the corresponding power
request according to the specification of the vehicle and a global power request trace has
been obtained. This power request trace has been divided into 1420 Mini Power Cycles
(MPC) of 60s.
The 1420 MPCs have been distributed in 90 groups with the help of the K-Means clustering
technique. For each group, a representative driving cycle, named Reference Mini Power
Cycle has been identified and numbered.
Figure 9 shows, with different colors, five MPCs belonging to the same group. The bold blue
line is the RMPC chosen with the clustering algorithm.
The off-line optimization has been performed for each of the 90 RMPCs, two levels of engine
temperature (cold-hot), three levels of the initial state of charge, and three levels of the fuel
tank. In this way 1620 optimized maps have been obtained. Each map contains the
optimized values of SOCmin, k and PICE,min. for a particular combination of RMPC, engine
temperature, initial state of charge and level of the fuel tank.
The maps could be used in an intelligent hybrid electric vehicle in the following way.
1. At any interval of 60 seconds, the predicted speed profile is obtained from the
prediction block;
2. The corresponding power request profile over 60s is calculated according to the vehicle
and road specification (es. grade) with VPR;
3. The power request profile is compared with each of the RMPCs and the most similar
one in terms of root mean square error is found;
4. According to the measured values of engine temperature, fuel tank level and battery
state of the charge, the corresponding map is loaded;
5. The optimized values of the energy management parameters of the selected map are
applied over the next 60s.
Figure 9. Example of RMPC
4.4. Analysis of the prediction&maps approach

The proposed on board prediction-optimization tool has been evaluated numerically in the
following way. The ITAN500 is simulated to execute one of the driving cycles of Table 2
with the assumption that they are know (by prediction) in blocks of 60s.
At any 60s, the power request versus time in the next time window of 60s is evaluated with
VPR and compared with each of the RMDCs to find the most similar one. Then, the
instantaneous values of engine temperature, SOC and fuel levels are set as initial values and
the corresponding optimized map is loaded. The thermal model of VPR is used to predict
the profile of engine temperature along the mission. The values of the energy management
parameters are used to evaluate the fuel consumption and battery usage in the next 60s on
the basis of the actual power request (not on the selected RMDC).
The results in terms of fuel consumption and battery usage obtained with this approach are
reported in Table 5.
Cycle Duration Equiv.fuel SOC FC SOCCD SOCMIN K PICE,MIN

[s] cons. [%] [l] (%) (%) [kW]
[l/100km]
#A 10000 3.38 24.9 1.26
#B 10800 3.76 24.9 2.32
#R*25 9550 3.73 25 2.09 From maps
#UDDS 1370 2.42 13.4 0.19
#NEDC 1225 2.61 15.6 0.18
Table 5. Results of the simulation with the optimized maps (initial SOC 45%)
4.4.1. Percentage of mission with Controlled Battery Discharge (CBD%)

To compare the results of the three approaches, different metrics can be taken into account.
The first metric useful to compare the results of the three approaches can be derived by
analyzing the typical SOC trace versus time in a plug-in hybrid electric vehicle. An example
is shown in Figure 10 with respect to two different initial values of the battery SOC.
The traces of SOC show an initial zone where the results corresponding to full knowledge,
prediction&maps and no knowledge are perfectly overlapped and the SOC decreases
monotonically (Electric Mode). Of course this region is particularly evident and relevant
when the initial SOC is higher (75%).
Then, there is a region in which the SOCs tends to decrease but can be kept locally constant
or be increased thanks to the use of the engine (Plug-in Hybrid Mode). This region ends
when the battery is fully discharged (SOC=20%). After this, the SOC remains globally
constant for all cases (full knowledge, prediction&maps and no knowledge) with small variation
that are not visible in the scale used for the Figures (Discharged Battery Mode). Thus, the
different results in terms of fuel consumption obtained with the three methods can be
accounted for with the different duration of the EM, PHM and DBM zones.
In the EM region, the fuel consumption is zero but the SOC strongly decreases due to the
extensive use of the battery. In the PHM mode, the battery is the main energy source and the
engine is turned on (when its efficiency is high) to decrease the slope of the SOC trace. The
DBM region is the worst in terms of fuel consumption because engine has to be run also in
its low efficiency region since batteries are fully discharged. A plug-in HEV is run at its best
when the DBM region (SOC=20%) is reached exactly at the end of the mission and the EM
region extends through as much of the mission possible. This is possible when the vehicle
mission is entirely known (full knowledge case). The traces of Figure 10 show that the
proposed method performs better than the no knowledge case since it allows to reduce the
length of the DBM and to increase the PHM. As a consequence, the ICE is averagely run at
high efficiency.
Thus, a useful metric to evaluate the performance of an energy management strategy for
PHEV could be the percentage of the mission run in EM+DBM modes. This metric is named
here CBD% while in a previous investigation (Donateo et al. 2012) it was referred to as
mission.
Figure 10. Explanation of the meaning of CBD% for Cycle A
The value of the CBD% has been calculated for each approach with reference to cycle A, B
and R*25 of Table 2. R*25 means that cycle R has been repeated 25 times to achieve a
duration similar to that of cycle A and B.
100
90
% of cycle in in EM+DBM
80
70
60
50
40 full knowledge
30 prediction&maps
20 no knowledge
10
0
Figure 11. Values of CBD% for cycles A, B and R*25 with SOCin=45% and 75%
By analyzing the results of Figure 16 it is possible to notice that the performance of the
proposed strategy is very close to that of full knowledge for cycle A (for both values of
SOCin) and for cycle R with SOCin=75%. The values of CBD% are always slightly higher
than in the no knowledge approach for the other cycles.
These results suggest that better performances could be obtained by increasing the duration
of the prediction window used in the present investigation (60s) even if this could results in
a worse accuracy of the prediction. Future development will be related to the optimization
of the prediction horizon to increase the % of the mission covered by EM+DBM.
4.4.2. Percentage of mission with EngineON (engON%)

Another aspect to be taken into account in evaluating the performance of the proposed
energy management strategy is the usage of the internal combustion engine in terms of
percentage of mission during which the engine is turned ON (EngON%).
The results are shown in Figure 12 with respect to cycles A and B to understand the results of
Figure 11. Note that cycle B requires the engine to be turned on for a much higher percentage
of the mission with respect to cycle A. This explains why this cycle is more critical in the
optimization of metric CBD%. Even if the prediction&maps is not much successful in optimizing
CBD% , it is able to strongly reduce the usage of the engine in both cycle A and B.
31% 32%
27%
19%
17%
15% cycle A
cycle B
full knowledge prediction&maps no knowledge
Figure 12. Values of EngON%for cycles A and B (SOCin=45%)
4.4.3. AEE (Average Engine Efficiency)

The average efficiency of the engine (AEE) is another important aspect to be taken into
account. The results of the comparison are reported in Figure 13.
Once again, the worst performance of the prediction&maps method are obtained for cycle B.
0.18 0.18
0.16
0.15 0.15
0.14
cycle A
cycle B
full knowledge prediction&maps no knowledge
Figure 13. Values of AEE (SOCin=45%)
4.4.4. Well-to-wheel emissions of CO2

The ultimate goal of advanced power-train technologies is to reduce the overall emissions of
greenhouse gases. Thus, it could be interesting to evaluate the overall well-to.-wheel (WTW)
emissions of CO2 produced with the different approaches considered in this investigation.
The complete combustion of 1 liter of gasoline produces 2.4 kg of CO2. Assuming a density
of 700 kg/m3, 1 kg of gasoline produces 3.42 kg of CO2 (tank to wheel emissions). Sullivan et
al. 2004 consider a multiplying factor of 1.162 to pass from TTW to WTW emissions of CO2.
Thus, a kg of gasoline can be assumed to produce 3.98 kg of CO2 (WTW). Using this
conversion factor, the total CO2 produced along the cycles #A, #B and #R25 has been
calculated from the results in Table 3 (i.e. for the full knowledge case).
As for the electric emission, the TTW contribute is obviously zero while the well-to-tank
(WTT) emissions depend on the energy mixing used to generate the electricity stored in the
batteries. A report from the International Energy Agency, 2011 indicates for Italy an average
emission of 0.386 kg of CO2 per kWh of electric energy. Using the data about the capacity of
the batteries (equivalent 1.8 kWh) and the results in terms of SOC, it is possible to evaluate
the total energy used for each cycle and for each approach. Thus, the electric WTT emission
of CO2 can be easily calculated.
The calculated values of CO2 emissions from engine and batteries with the full-knowledge
approach are reported in Table 6. Note that the electric emissions are almost negligible with
respect to the quantity of CO2 produced by the engine even if the engine is used only for a
fraction of the mission. Moreover, they are quite the same for all cycles since the batteries
are fully discharged in all cases.
The calculation of the total CO2 emissions has been repeated for the no-knowledge and
prediction&maps cases. The comparison is shown in Figure 14.
Cycle Usage of Electric Fuel CO2 from engine CO2 from total CO2
energy consuption (WTW) Battery (WTT) (WTW)
[kWh] [liters] [kg] [kg] [kg]
#A 24.8 1.02 2.92 0.172 3.09
#B 24.7 1.96 5.61 0.172 5.78
#R*25 24.8 1.91 5.47 0.172 5.64
Table 6. Well to wheel emissions of CO2 in the case of full knowledge
The results of Figure 14 reveal that complete information about the future driving mission
could help to significantly reduce the overall emission of CO2 from a plug-in series HEV.
The estimated reduction ranges from 12% for cycle #R*25 to 20% for cycle #A.
WTW CO2 emissions

6
4
full knowledge
[kg]
3
prediction & maps
2 no knowledge
0
#A #B #R*25
Figure 14. Well to wheel emissions of CO2 for the proposed approaches
The results of the prediction&maps approach are intermediate between full-knowledge and no-
knowledge cases. Nevertheless, the results in terms of CO2 are not satisfactory since the
proposed approach helps to reduce the greenhouse emission by only 2-4%. This results
suggest the possibility to replace or integrate the goal of the optimization process (eq. 1) with a
cost function that takes into account the overall well-to-wheel emission of CO2. Moreover,
better results could be obtained by increasing the duration of the prediction horizon.
5. Summary and conclusions

The chapter describes the optimal usage of an internal combustion engine in an intelligent
hybrid electric vehicle able to sense its surrounding and adapt the energy management strategy
to the actual driving conditions. After an introduction on hybrid electric vehicles and their
challenges, the chapter describes the role of Information and Communication Technologies in
the reduction of greenhouse emissions. Then, the chapter focuses on different approaches
presented in literature on the usage of information about traffic and weather conditions for the
optimal energy management of hybrid electric vehicles. In particular, the chapter describes the
application of the prediction&maps approach developed at the University of Salento for the
optimization of the engine usage in the ITAN500 plug-in hybrid electric vehicle.
Finally, the chapter proposes four metrics to evaluate the performance of the proposed
method: the percentage of mission performed before reaching the lowest allowed value for
battery state of charge (CBD%), the percentage of mission execute with the engine turned
ON (EngON%), the average efficiency of the engine (AEE), calculated according to its actual
temperature and the overall well-to-wheel emissions of CO2.
Author details
Teresa Donateo
University of Salento, Italy
Acknowledgement
The investigation was supported by the University of Salento and the Italian Ministry for
Environment (MATTM), through the funding of the P.R.I.M.E. project.
List of acronyms
AEE All Electric Range
BEV Battery Electric Vehicles
CBD% % of mission with controlled battery discharge
CD Charge Depleting
CS Charge Sustaining
ECMS Equivalent Consumption Minimization Strategy
EngON% % of mission with engine turned on
FCV Fuel-Cell Vehicles
GPS Global Positioning System
HEV Hybrid Electric Vehicles
PHEV Plug-in Hybrid Electric Vehicles
ICE Internal Combustion Engine
SOC State of Charge
TTW Tank-to-Wheel
WTT Well-to-Tank
WTW Well-to-Wheel
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Chapter 7
Modeling and Simulation of

SI Engines for Fault Detection
Mudassar Abbas Rizvi, Qarab Raza,

Aamer Iqbal Bhatti, Sajjad Zaidi and Mansoor Khan
http://dx.doi.org/10.5772/50487
1. Introduction
During last decades of twentieth century, the basic point of concern in the development of
Spark Ignition engine was the improvement in fuel economy and reduced exhaust
emission. With tremendous of electronics and computer techniques it became possible to
implement the complex control algorithms within a small rugged Electronic Control Unit
(ECU) of a vehicle that are responsible to ensure the desired performance objectives. In
modern vehicles, a complete control loop is present in which throttle acts as a user input
to control the speed of vehicle. The throttle input acts as a manipulating variable to
change the set point for speed. A number of sensors like Manifold Air Pressure (MAP),
Crankshaft Speed Sensor, Oxygen sensor etc are installed in vehicle to measure different
vehicle variable. A number of controllers are implemented in ECU to ensure all the
desired performance objectives of vehicle. The controllers are usually designed on the
basis of mathematical representation of systems. The design of controller for SI engine to
ensure its different performance objectives needs mathematical model of SI engine. Mean
Value Model (MVM) is one of the most important mathematical models used most
frequently by the research community for the design of controllers; see for example [1],
[2], [5], [7], [9], [13], [14], and [15]. The basic mean value model is based on the average
behavior of SI engine in multiple ignition cycles.
Although the controllers implemented in vehicle ECU are sufficiently robust, yet
introduction of fault in system significantly deteriorate the system performance. Research is
now shifted to ensure the achievement of performance objectives even in case of some fault.
The automotive industry has implemented some simple fault detection algorithms in ECU
that identify the faults and provide their indication to a fault diagnostic kit in the form of
some fault codes. The implementation is however crude as it provides fault indication only
2012 Rizvi et al., licensee InTech. This is an open access chapter distributed under the terms of the
when the fault become significant. For incipient faults, the vehicle would keep its operation
but under sub-optimal conditions till the magnitude of fault would grow to such an extent
that it would become visible. Again mathematical models are used to identify the faults and
develop techniques to detect the engine faults.
Different mathematical models of Spark Ignition engine proposed in literature in recent

years along with the domain of their application are reviewed. The emphasis would
however be given to two different mathematical models
The version of mean value model proposed by the authors [11], [12].
Hybrid model proposed by the authors [21], [22].
The first section of this chapter would present different models of SI engine with only a brief
description of those models. The second section would give the mathematical development
of mean value model along with the simulation results of presented model and its
experimental validation. The third section would give the mathematical derivation of
Hybrid model along with the simulation results of model and experimental verification of
simulation results. The fourth section would identify the application of these models for
fault diagnosis applications.
2. Review of models of spark ignition engine

The dynamic model of a physical system consists of a set of differential equations or
difference equations that are developed under certain assumptions. These mathematical
models represent the system with fair degree of accuracy. The main problem in
development of these models is to ensure the appropriateness of modeling assumptions and
to find the value of parameters that appear in those equations. However the basic advantage
of this approach is that the develop model would be generic and could be applied to all
systems working on that principle. Also the model parameters are associated with some
physical entity that provides better reasoning. An alternate modeling technique is to
represent the system using neural network that is considered to be a universal estimator. A
suitably trained neural network sometime represents the system with even better degree of
accuracy. The main problems associated with this approach are the lack of any physical
reasoning of parameters, appropriate training of neural network and lack of generality i.e. a
neural network model trained on one setup may not work properly on another setup of
similar nature.
The research community working on mathematical modeling of SI engine has used both
these approaches for control, state estimation and diagnostic applications. In this regard a
number of different models were developed to represent the SI engine using both these
approaches. Mean Value Model (MVM), Discrete Event Model (DEM), Cylinder by Cylinder
Model, Hybrid Model are some of the key examples of models developed using basic laws
of physics. Most neural network based models are based in one way or other on Least
Square Method. A brief description of some of these models is below.
2.1. Mean Value Model (MVM)

Mean Value Model is developed on the basis of physical principles. In this model throttle
position is taken as input and crankshaft speed is considered to be the output. A careful
analysis indicates that MVM proposed by different researchers share same physical
principles but differ from each other slightly in one way or the other [1-16], [26], and [27].
The idea behind the development of model is that the output of model represents the
average response of multiple ignition cycles of an SI engine although the model could be
used for cycle by cycle analysis of engine behavior. The details about the development of
MVM on the basis of physical principles are provided in section 3 of this chapter.
2.2. Discrete Event Model (DEM)

An SI engine work on the basis of Otto cycle in which four different processes i.e. suction,
compression, expansion and exhaust take place one after the other. In a four stroke SI
engine, each of these processes occurs during half revolution (180) of engine shaft.
Therefore irrespective of the engine speed it always takes two complete rotations of engine
shaft to complete one engine cycle. The starting position of each of the four processes occurs
at fixed crank position but depend upon certain events e.g. expansion is dependent on spark
that occur slightly ahead of Top Dead Center (TDC) of engine cylinder. Also with Exhaust
Gas Recycling (EGR), a portion of exhaust gases are recycled in suction. Due to EGR some
delay is present in injection system to ensure overlap between openings of intake valve and
closing of exhaust valve.
The working of SI engine indicates that the link of engine processes is defined accurately
with crankshaft position. In discrete engine model, crankshaft position is taken as
independent variable instead of time. Mathematical model based on the laws of physics is
developed for air flow dynamics and fuel flow dynamics in suction and exhaust stroke,
production of torque during power stroke. The crankshaft speed is estimated by solving the
set of differential equations of all these processes for each cylinder. Computational cost of
DEM is high but it can identify the behavior of engine within one engine cycle. Modeling the
discreet event model could be seen in [1].
2.3. Cylinder by Cylinder Model (CCM)

In these models, the forces acting on piston of each cylinder are modeled on the basis of
laws of physics. The input to these models is the forces acting on the crankshaft assembly
and output is the crankshaft speed. The forces acting on crankshaft assembly are estimated
using pressure established inside the cylinder due to the burning of air fuel mixture. For a
comparison of MVM and CCM, see [23].
2.4. Hybrid model

Hybrid model represent the integration of continuous dynamics and discrete events in a
physical system [19], [21], and [22]. In SI engine, the variables like crankshaft speed represent
continuous dynamics but the spark is a discrete event. In hybrid model, the four cylinders are
considered four independent subsystems and are modeled as continuous system. The cylinder
in which power stroke occur is considered as the active cylinder that define the crankshaft
dynamics. The sequence of occurrence of power stroke in four cylinders is defined as a series
of discrete events. The behavior of SI engine is defined by the combination of both of them.
The details of hybrid dynamics is provided in section 4 of this chapter.
3. Mean Value Model (MVM)

In this section a simple nonlinear dynamic mathematical model of automotive gasoline engine
is derived. The model is physical principle based and phenomenological in nature. Engine
dynamics modeled are inlet air path, and rotational dynamics. A model can be defined as
A model is a simplified representation of a system intended to enhance our ability to understand,

explain, change, preserve, predict and possibly, control the behavior of a system[25].
When modeling a system there are two kinds of objects taken into consideration
Reservoirs of energy, mass, pressure and information etc

Flows of energy, mass, pressure and information etc flowing between reservoirs due to
the difference of levels of reservoirs.
An MVM should contain relevant reservoirs only but there are no systematic rules to decide
which reservoirs to include in what model. Only experience and iterative efforts can
produce a good model. The studied machine is a naturally breathing four-stroke gasoline
engine of a production vehicle equipped with an ECU compliant to OBD-II standard. The
goal is to develop a simple system level model suitable for improvement of model-based
controller design, fault detection and isolation schemes. The model developed in here has
following novel features.
Otto (Isochoric) cycle is used for approximation of heat addition by fuel combustion
process.
Consequently the maximum pressure inside the cylinder and mean effective pressure
(MEP) are computed using equations of Otto Cycle for prediction of indicated torque. A
detailed description of Otto cycle is available in most thermodynamics and automotive
engine text books.
Fitting/ regressed equations based on experimental data and constants are avoided
except only for model of frictional/pumping torque which has been adapted from
available public literature [26], and [27] and modified a little bit.
The model is verified with data obtained from a production vehicle engine equipped with
an ECU compliant to OBD-II. Most of the models available in literature are specific to a
certain brand or make because of their use of curve fittings, thus limiting their general use.
Here a model is proposed which is not confined to a certain engine model and make; rather
it is generic in nature. It is also adaptable to any make and model of gasoline engine without
major modifications. Following are outlines of framework for deriving this model.
1. It is assumed that engine is a four stroke four cylinder gasoline engine in which each
cylinder process is repeated after two revolutions.
2. It is also assumed that cylinders are paired in two so that pistons of two cylinders move
simultaneously around TDC and BDC but only one cylinder is fired at a time. Due to
this, one of the four principle processes namely suction, compression, power generation
and exhaust strokes, is always taking place in any one of cylinders at a time. Therefore
the abovementioned four engine processes can be comfortably taken as consecutive and
continuous over time. This assumption is due to the fact that each one of the four
processes takes a theoretical angular distance of radians to complete and hence in a
four stroke engine considered above one instance of each of the four processes is always
taking place in one of the cylinders.
3. The fluctuations during power generation because of gradual decrease in pressure
inside the cylinder during gas expansion process (in power strokes) are neglected and
averaged by mean effective pressure (MEP) which is computed using Otto cycle as
mentioned earlier. This simplifies the model behavior maintaining the total power
output represented by the model. The instantaneous combustion processing modeling
and consequent power generation model is complex and require information about
cylinder inside pressure and temperature variations at the time of spark and
throughout power stroke. Moreover, the combustion and flame prorogation dynamics
are very fast and usually inaccessible for a controller design perspective.
4. The fluctuations of manifold pressures due to periodic phenomena have also been
neglected. Equations of manifold pressure and rotational dynamics have been derived
using the physics based principles.
5. The exhaust gas recirculation has been neglected for simplicity.
6. The choked flow conditions across the butterfly valve have also been neglected because
in the opinion of author, sonic flow rarely can occur in natural breathing automotive
gasoline engines due to the nonlinear coupling and dependence of air flow and
manifold pressure on angular velocity of crankshaft.
7. It is also assumed that the temperature of the manifold remains unchanged for small
intervals of time; therefore the manifold temperature dynamics have been neglected at
this time and it is taken to be a constant.
8. Equation representing the rotational dynamics has been developed using Newtons
second law of motion. Otto cycle has been used for combustion process modeling,
hence the computation of maximum cycle pressure, maximum cycle temperature, Mean
Effective Pressure (MEP), and indicated torque ( ).
9. The equations of frictional and pumping torque have been taken from available public
literature, because frictional torque is extremely complex quantity to model for an IC
engine due to many a number of rotating and sliding parts, made of different materials,
changing properties with wear/tear and aging, and variations of frictional coefficients of
these parts, changing properties of lubricating oil on daily basis.
The air dynamics are further divided into throttle flow dynamics, manifold dynamics and
induction of air into the engine cylinders. These are separately treated below and then
combined systematically to represent the induction manifold dynamics.
3.1. Throttle flow dynamics

Throttle flow model predicts the air flowing across the butterfly valve of throttle body. The
throttle valve open area has been modeled by relationships of different levels of
complexities for accuracy, see for example [2] and [16], but here it is modeled by a very
simple relationship as
( ) = (1 cos ) , (1)
Where is cross sectional area of throttle valve plate with , being the diameter of
plate facing the maximum opening of pipe cross section, is the angle at which the valve is
open and ( ) is the effective open area for air to pass at plate opening angle . The angle
is the minimum opening angle of throttle plate required to keep the engine running at a
lowest speed called idle speed. At this point engine is said to be idling. The angle is the
maximum opening angle of throttle plate, which is 90 . The anomalies arising will be
absorbed into the discharge coefficient( ).
Mass flow rate across this throttle valve ( ) is modeled with the isentropic steady sate
energy flow equation of gases and the derived expression is as below.
P
Pm

P
2 m , m 1
ai A( ) PaCd
m
RTa Pa Pa Pa (2)

1 2 1
where , and (3)

Here ( ) is defined in equation (1), is atmospheric pressure, is intake manifold

pressure, R is universal gas constant, is ambient temperature, and is specific heat ratio
for ambient air.
Cylinders,
Fuel Injector Crank Shaft
Combustion,
Flywheel
MEP
Ambient
Filtered Air

Engine
Fuel Film Torque
Intake Manifold
Input External Load
Throttle Angle Exhaust gases
Figure 1. Diagram showing the components of a Mean Value Model of Gasoline Engine
3.2. Air induced in cylinders

The air mass induced into the cylinder ( ) is modeled with speed density equation of
reciprocating air pumps/ compressors, because during suction stroke the engine acts like
one. The expression for an ideal air pump is given by the equation:
= (4)
Where is the density of air, is swept volume of engine cylinders, and N is crankshaft
speed in rev/min (rpm). In terms of variables easily accessible for measurement, the
expression can be converted into the following using = and = . Here N is in
rpm and in rad/s and holds all the necessary conversions.
= (5)
Since air compresses and expands under varying conditions of temperature and pressure,
therefore the actual air induced into the cylinder is not always as given by the equation. Hence
an efficiency parameter called volumetric efficiency ( ) is introduced which determines how
much air goes into the engine cylinder. The equation therefore can be written as below:
= (6)
3.3. Intake manifold dynamics

The intake manifold dynamics are modeled with filling and emptying of air in the intake
manifold. The manifold pressure dynamics are created by filling of inlet manifold by mass
flow of air entering from the throttle valve ( ) and emptying of the manifold by expulsion
of air and flow into the engine cylinder( ). Using ideal gas equation for intake manifold
this can be derived as
PV mRT
Pm Vm mm RTm Using the relationship in manifold variables (7)
RTm
Pm m
Vm m
Here P, V, m, R and T are pressure, volume, mass, Gas constant and temperature of air. It
was assumed that the manifold temperature variations are small, and therefore manifold
temperature is taken to be constant. To this reason, its differentiation is neglected and only
variables are taken to be mass flow and manifold pressure.
RTm
Pm
Vm m

m Differentiation w.r.t. time (8)
The quantity represents the instantaneous mass variation from filling and emptying of
intake manifold, assuming = we can write it as
= ( ) (9)
Putting (2) and (4) in (7), and simplifying the resulting equation gives us the required
equation of manifold dynamics.
RTm RT P
Pm ai m m V C0
m
Vm Vm RTm
RTm
Pm C1 v Pm
m (10)
Vm ai
1
where C1 C
Vm 0
Putting the expression of air mass flow from (2), this equation can also be written in the
following form.
= ( ) (11)
Where , , and have already been defined in (2A).
3.4. Rotational dynamics

Rotational dynamics of engine are modeled using mechanics principles of angular motion.
Thus torque produced at the output shaft (also called brake torque) of the engine is given
by Newtons second law of motion as
= Or (12)
Where is the rotational moment of inertia of engine rotating parts and is angular
acceleration. This can also be represented as given below.
= Or = (13)
The above relationship represents the rotational dynamics in general form. The brake
torque is a complex quantity and is a sum of other torque quantities, which are indicated
torque , frictional torque , pumping torque , and load torque , the external load
on engine. Indicated torque comes from the burning of fuel inside the cylinder. Frictional
torque is the power loss in overcoming the friction of all the moving parts (sliding and
rotating) of the engine, for example, piston rings, cams, bearings of camshaft, connecting
rod, crankshaft etc to name a few. Pumping torque represents the work done by engine
during the compression of air and consequently raising the pressure and temperature of
fresh air and fuel mixture trapped inside the cylinder during compression stroke. Load
torque is work done by engine in running/pulling of vehicle, its passengers, goods and all
the accessories. These are briefly described in 3.4.3. Mathematically brake torque is given
by the following relationship.
= (14)
Sometimes the quantities other than in (14) are called Engine Torque = and
above equation is written as
= (15)
In this work the form given in (14) and not in (15), will be maintained for parameterization
purpose. The Torque quantities in (12) are defined as below.
3.4.1. Indicated torque ( )

Indicated torque is the theoretical torque of a reciprocating engine if it is completely
frictionless in converting the energy of high pressure expanding gases inside the cylinder
into rotational energy. Indicated quantities like indicated horsepower, and indicated mean
effective pressure etc. are calculated from indicator diagrams generated by engine indicating
devices. Usually these devices consist of three basic components which are:
A pressure sensor to measure the pressure inside engine cylinder.

A device for sensing the angular position of crankshaft or piston position over one
complete cycle.
A display which can show the pressure inside cylinder and volume displaced on same
time scale.
For a physics based engine model, indicated torque has to be estimated through any of the
various estimation techniques. In this work indicated torque is presented as a function of
manifold pressure. To do this, the engine processes are modeled using Otto Cycle. For
computation of Indicated Torque another quantity, Mean Effective Pressure (MEP) is
computed first which is given by the relationship below.
( )
=( )( )
(16)
( )
Here is the compression ratio of engine, Q is calorific value of fuel (gasoline etc.), is
fraction of burnt fuel heat energy available for conversion into useful work, is specific heat
of air at constant volume, is intake manifold temperature, and AFR is the stoichiometric air
to fuel ratio. Mean Effective Pressure is defined as the average constant pressure which acts on
the piston head throughout the power stroke (pressure that remains constant from TDC to
BDC). In actual practice, the high pressure generated by combustion starts decreasing as the
piston moves away from TDC and burnt gases start expanding. Since the mean effective
pressure is computed on the basis of Otto cycle; the thermal efficiency ( =1 ) of Otto
cycle must be considered when calculating indicated torque. Indicated torque is given as the
product of MEP, , and volume displaced per second.
( )
= = ( )( )
(17)
( )
The state variable in the above expression is manifold pressure ( ). All the other quantities/
parameters are constants or taken to be constant usually. For example, the displacement
volume of engine under consideration ( ) is a strictly constant value. The same is true for
compression ratio ( ); this variable is a particular number for a production vehicle. For
example, this number is 8.8 ( = 8.8) for engine under study. The calorific value of fuel ( ),
manifold temperature ( ), and are also taken to be fixed constants. As long as other
parameters of the above expression are concerned, with the ambient air and atmospheric
conditions of pressure and temperature, the variation in their values is very low but inside
the cylinder, and during and after combustion, not only the composition of air changes, but
also its properties may vary. The variation of index of expansion ( ) with density and
composition of a gas is well documented in public literature. To accommodate all the
variations and some heat transfer anomalies, the entire expression is written as following,
making indicated torque a function of manifold pressure with a time varying parameter
( ). This parameter is called indicated torque parameter and will be estimated later in this
work. In a proper way this parameter may be written as ( ) but the brackets and variable t
are omitted for simplicity. With all this, the expression of indicated torque in (17) becomes
= (18)
3.4.2. Frictional and pumping torque ( , )

The Modeling of frictional and pumping torque has been done using a well known
empirical relationship given by the equation as
= {97000 + 15 + 5 10 } = + + (19)
A slight variation of that can be found in [26] and [27]. The equation has been converted into
the variable with necessary conversion factors. Also the constant is merged into the load
torque . Therefore the minimum value of load torque is equal to or greater than even
when engine is idling. We can write it as
= + External Load on Engine

The relationship given in (19) represents the quantity for throttle positions closer to WOT
(wide open throttle) and for engines up to 2000 cc [26].
3.4.3. Load torque ( )

Load torque is external load on engine. It is the load the engine has to pull/ rotate, and
it includes all other than the frictional losses all around and pumping work. In case of a
vehicle, all the rotating parts of engine and its driven subsystems, including electrical
generating set, cam and valve timing system, air conditioner etc. and beyond the clutches,
toward the differential gear assembly and wheels, the weight of vehicle and everything in
it is the load while in case of electrical generating set, the generator is the load. In a
production vehicle, a significant part of the load is also created at random due to driver
commands and road/path conditions; for example, the climbing road poses a greater load
as compared to the flat roads (without climbing slope) because of the torque required to
work against gravity. Conversely on a downward slope, the vehicle may have an aid in
moving down due to roller coaster effect. In urban areas, with random turnings, road
lights, and random traffic etc. the load on engine cannot be predicted apriori, and has to be
estimated.
3.5. Fuel dynamics

The fuel dynamics are considered to be ideal. Since fuel dynamics also have parametric
variations and the delays due to the internal model feedback loops; taking ideal fuel
dynamics will ensure that the model simulations are free from interferences of fuel
dynamics parametric noise. The model of fuel flows is given here for completeness only [9].
= + + (20)
The components of this model are:

Mass of fuel entering into the engine cylinder in air fuel mixture.
Mass of fuel from injector before inlet valve closes.
Mass of fuel from injector after inlet valve closes, and entering in cylinder in next
engine cycle.
Mass of fuel lagged due to liquid film formation and re-evaporation.
3.6. Model summary

The model derived and described in previous sections is a three state nonlinear model. It
can be represented as a set of dynamical equations given below:
Fuel flow dynamics
= + + (21)
Manifold dynamics
= ( ) + (22)
Rotational dynamics
= (23)
Where
( )
= ( )( )
10 (24)
( )
= (25)
.( . )
= (26)

A detailed description of nonlinear engine models and their background can be studied in
[1-16]. With fuel dynamics considered to be ideal, the model becomes a two state nonlinear
model consisting of (17) and (18) only.
3.7. Model simulations and engine measurements

There is a great difference between theory and practice.
Giacomo Antonelli (1806-1876)
The manifold dynamics equation derived in earlier section is simulated on a digital

computer. The simulation software used is Matlab and Matlab Simulink. The S-function
template available in Matlab is used to program the dynamic model and graphical interface
of Simulink is to run the simulations. The engine measurements are taken using an OBD-II
compliant scanning hardware and windows based scanning and data storing software. The
model is primed with the same input as engine was and manifold pressure measurements
and model manifold pressures are plotted and compared.
A couple of set of simulations are presented for two values of discharge coefficient, and
the patterns of engine measurement of manifold pressure and the output of manifold
dynamic equation are compared. In first set of simulation, the discharge coefficient is
taken to have its ideal value which is 1.0; and the model output manifold pressure is
compared with engine measured manifold pressure. While in another simulation test, the
discharge coefficient is taken to be equal to 0.5 and the experiment is repeated. As we can
see from the Figure 4 and Figure 5 that the shape of trajectory of model manifold pressure
and engine measurements is a large distance apart. Moreover, these trajectories do not
follow the same shape and pattern. From which we can comfortably deduce that both
trajectories cannot be made identical by scaling with a constant number only; thus
discharge coefficient of the derived model should not be a constant number. Also, at
certain points in time, the evolution of both trajectories is opposite in directions. From all
of this it can be concluded that the discharge coefficient should be considered a time
varying parameter.
The above figure shows the first simulation of model derived earlier in this section with
constant value of discharge coefficient (in this case Cd=1). The input to engine is angle of
opening of throttle valve plate. The opening angle is measured with a plane perpendicular
to the axis of pipe or air flow direction. The input angle is varied with accelerator pedal for
several different values. The same input is fed to the derived model as input to evaluate its
behavior and compare with manifold pressure measurements. It is clear that the derived
model behaves very differently than the real engine operation.
Moreover, the manifold pressure value given by the model is very high with Cd=1;
almost double the measurements throughout the experiment, except for a few points. At
these points the model trajectory evolves in nearly opposite direction. It should be noted
that for this simulation, the measured angular velocity of engine was used in model
equation, and the rotational dynamics equation was not simulated. The similar results
for second simulation experiment are shown in figure 3.2. Here, the value of Cd=0.5. As
we can see that the lower value of Cd has brought the model manifold pressure
trajectory significant low in the plot, and it almost proceeds closer to the engine
measured inlet manifold pressure. But the evolution of both trajectories is not identical,
which would have been; in case of a correct value of Cd. Both simulation experiments
assert that the value of Cd must not be a constant, merely scaling the trajectory. But it
must be a time varying parameter to correctly match the derived model to the engine
measurements. The value of volumetric efficiency was taken to be 0.8 for model
simulations. If engine measurements of volumetric efficiency are used in simulations,
discharge coefficient would take different values.
Input to Engine Throttle Angle Input to Engine Throttle Angle

16 16
14 14
12 12
10 10
8 8
0 100 200 300 400 500 0 100 200 300 400 500
Manifold Pressure Manifold Pressure

100 50
Engine measurement Engine measurement
Model with Cd=1.0 Model with Cd=0.5
80
40
60
30
40
20 20
0 100 200 300 400 500 0 100 200 300 400 500
Time ( seconds ) Time ( seconds )
Figure 2. Throttle angle; above and manifold pressure; below with Cd=1.0 on left and Cd=0.5 on right.
It is evident that the model trajectory is different than the engine measurements.
4. Hybrid model
Although the representation of SI engine as a hybrid model is already present in
literature, the main difference of the approach presented in this thesis is the manner in
which the continuous states of model are being represented. The hybrid model presented
by Deligiannis V. F et al (2006, pp. 2991-2996) assumed the model of four engine processes
[17] i.e. suction, compression, power and exhaust as four continuous sub-systems. Similar
continuous systems are also considered in DEM that can also be considered as a hybrid
model. In this model, each cylinders of engine is considered as independent subsystem
that takes power generated due to the burning of air fuel mixture as input and movement
of piston in engine cylinder is considered as the output. These sub-systems are
represented as linear systems and complete SI engine is considered as a collection of
subsystems. These subsystems are working coherently to produce the net engine output.
The proposed hybrid model of SI engine can be regarded as a switched linear system.
Although an SI engine is a highly nonlinear system, for certain control applications a
simplified linear model is used. Li M. et al (2006, pp: 637-644) mentioned in [19] that
modeling assumption of constant polar inertia for crankshaft, connecting rod and piston
assemblies to develop a linear model is a reasonable assumption for a balanced engine
having many cylinders. The modeling of sub-systems of proposed hybrid model would be
performed under steady state conditions, when the velocity of system is fairly constant.
Also the time in which the sub-system gives its output is sufficiently small. A linear
approximation for modeling of sub-system can therefore be justified. Similar assumption
of locally linear model is made by Isermann R et al (2001, pp: 566-582) in LOLIMOT
structure [20]. The continuous cylinder dynamics is therefore represented by a second
order transfer function with crankshaft speed as output and power acting on pistons of
cylinder due to fuel ignition as input.
A continuous dynamic model of these sub-systems would be derived in this chapter. The
timing of signals to fuel injectors, igniters, spark advance and other engine components is
controlled by Electronic Control Unit (ECU) to ensure the generation of power in each
cylinder in a deterministic and appropriate order. The formulation of hybrid modeling of
sub-systems would be carried under the following set of assumptions:
Modeling Assumptions
1. Engine is operating under steady state condition at constant load.

2. Air fuel ratio is stoichiometric.
3. Air fuel mixture is burnt inside engine cylinder at the beginning of power stroke and
energy is added instantaneously in cylinder resulting in increase in internal energy.
This internal energy is changed to work at a constant rate and deliver energy to a
storage element (flywheel).
4. At any time instant only one cylinder would receive input to become active and exerts
force on piston and other cylinders being passive due to suction, compression and
exhaust processes contribute to engine load torque.
5. All the four cylinders are identical and are mathematically represented by the same
model
The switching logic can be represented as a function of state variables of systems.
4.1. Framework of hybrid model

The framework of Hybrid model for a maximally balanced SI engine with four cylinders is
represented as a 5-tuple model < , X, , , >. The basic definition of model parameters is
given below.
= { , , , } where each element of set represents active subsystem of hybrid

model.
X R represents the state variable of continuous subsystems, that would be defined

when model is developed for subsystems, where the vector X consists of velocity and
acceleration.
= { M } is a set that contains only a single element for a maximally balanced engine. M
represents state space model of all subsystems and is assumed to be linear, minimum
phase and stable. The model equation is derived in the next section. The model can be
defined in state space as:
x(t) = AX + BU (27)
y(t) = CX + DU (28)
Where

U R, A R , B R , CR , DR
: represents the generator function that defines the next transition model. For an
IC engine, the piston position has a one to one correspondence with crankshaft position
during an ignition cycle. The generator function is therefore defined in terms of
crankshaft position as:
4n dt < (4n + 1)
(4n + 1) dt < (4n + 2)
= (29)
(4n + 2) dt < (4n + 3)
(4n + 3) dt < (4n + 4)
where n=0,1,2, and dt represents instantaneous shaft position that identifies the
output of generator function.
: X u X defines initial condition for the next subsystem after the

occurrence of a switching event, where u represents input to subsystem. Figure 4.1
shows the subsystems and switching sequence of proposed SI engine hybrid model.
4.2. Modeling of sub-system

A subsystem/cylinder is active when it contributes power to system i.e. during power
stroke. When a sub-system is active its output is defined by the dynamic equations of
system and its output during its inactive period is defined by its storage properties. The
output of a sub-system provides initial condition to the next sub-system at the time of
switching. All the subsystems are actuated sequentially during an ignition cycle. The cyclic
actuation of subsystems is represented as a graph in Figure 4.1. The total output delivered
by the system during complete ignition cycle would be the vector sum of outputs of all
subsystems during that ignition cycle.
If T is the period of ignition cycle and u(t) is the input to system at time t within an ignition
cycle and ui(t) is the input of ith subsystems; by assumption 4:
( )
u (t) = u(t) < < , i = 1,2,3,4 (30)
u (t) = 0 (31)
Figure 3. Switching of subsystems (Adopted from Rizvi (2009, pp. 1-6)
Franco et al (2008, pp: 338-361) used mass-elastic engine crank assembly model for real time
brake torque estimation [24]. In this representation of SI engine each cylinder is represented
by a second order mass spring damper as shown in Figure 4.2. Consider Q amount of
energy added in system by burning air fuel mixture. The instantaneous burning of fuel
increases the internal energy U in cylinder chamber.
U = Q (32)
At ignition time, energy is added instantaneously in engine. This will increase internal
energy of system. A part of this internal energy is used to do work and rest of the energy is
drained in coolant and exhaust system. If internal energy change to work with constant
efficiency t then work W is given by the energy balance equation as:
W = U (33)
Using equationg (27) we get
W = Q (34)
If p is pressure due to burnt gases then work done during expansion stroke is given by:
W= pdV (35)
where V1 and V2 are initial and final volume of cylinder during expansion. For adiabatic
expansion:
pV = k (36)
where k1 and are constant. Hence equation (30) becomes
W= k V dV (37)
W=k (38)
Figure 4. Spark ignition engine representation (Adopted from Franco et al (2008, pp. 338-361))
Consider that the closed end of the piston to be origin and x is a continuous variable
representing the instantaneous piston position with respect to the origin. The piston always
moves between two extreme positions xt and xb where xt represent piston position at Top Dead
Center (TDC) and xb represent piston position at Bottom Dead Center (BDC). If the surface area
of piston is A, and it moves a small distance x from its initial position x, where x is constant
and can be chosen arbitrarily small, then using equation (33), work done can be expressed as:
[ ( )] [ ]
W = k (39)
W = k [(x + x) x ] (40)
W = x 1+ x (41)
W = 1+ 1 (42)
Expanding using binomial series and neglecting higher powers of x and simplifying:
W = k A x x (43)
Therefore from equation (29)
Q = (44)
In deriving the model for sub-systems, each cylinder of SI engine is treated as a second
order system as used in [24] and shown in Figure 4.2. Consider if F is the applied force by
the burnt gases, m is the mass of engine moving assembly (piston, connecting rod,
crankshaft and flywheel), coefficient of friction is k2 and coefficient of elasticity is k3, then
net force acting on piston is given by:
m =Fk k x (45)
m +k +k x=F (46)
Net work done by the expanding gases against the load, friction and elastic restoring forces
when piston moves by a small distance x would be given as:
m +k + k x x = W (47)
Using equation (38) above equation becomes
m +k + k x x = k A x x (48)
The displacement x can be chosen constant and arbitrarily small. As the piston moves,
the volume inside the combustion chamber increases resulting in the reduction of
instantaneous pressure on piston. Instantaneous power is therefore a function of piston
position. Instantaneous power delivered by the engine would be calculated by
differentiation as:
m +k +k x = k A x x (49)
m +k +k = k A x (50)
Writing differential Eq 45 in terms of velocity v as:
m +k + k v = (51)
m +k + k v = Q (52)
m +k +k v= (53)
m +k +k v= P(x) (54)
Assuming that crankshaft speed is proportional to the speed of piston inside the cylinder,
equation (49) represents a model of crankshaft speed when energy is added in one of the
cylinder of SI engine by the ignition of fuel. The model is however nonlinear on account of
presence of x in the denominator on the right side of differential equation.
4.2.1. Model linearization

SI engine is a highly nonlinear system. In hybrid modeling, the time of activation of
subsystems is very small. Also under under steady state conditions, the velocity of engine
is fairly constant hence a linear approximation of engine subsystems can be justified. The
model derived in earlier section is now linearized to form a switched linear model. The
validity of linear model is only at the operating point. As x can never be zero, so the
function is smooth and can be linearized at TDC. If the igniting fuel adds the power P(x)
to a cylinder when piston is at position x, the dynamics of system at TDC would be
described as:
m +k +k v= P(x) (55)
Linearizing the system at TDC (x = x ) under steady state condition, and assuming that
whole power is added in the cylinder instantaneously when the cylinder is at TDC, equation
50 becomes:
m +k +k v= P(x) (56)
In simulations, P(x) can be taken as a narrow pulse or a triangular wave, assuming that
when system receives input, it deliver power at constant high rate for a short interval of
time and thereafter the delivered power would be negligible. Since shaft speed is also
constant at the start of each ignition cycle, therefore right hand side of equation 51 becomes
constant and expression becomes a linear differential equation.
4.2.2. Model parameter estimation

The movement of piston exhibit a periodic behavior with same fundamental frequency as
that of rotational speed of engine shaft. This provides a heuristic guideline to choose the
value of k3 (in Eq 5.16) as a function of crankshaft angular speed. The empirical choice is
validated using simulation and experimental results reported later.
k = = (2N) (57)
where N is engine speed in revolution per second.
During experimental verification load is also applied by friction. Most frictional models
described in literature are based on empirical relations as a polynomial in engine speed. A
simplified frictional model is chosen with term containing only square of engine speed. The
constant term representing the load acting on engine is also considered as a parameter
whose value is defined as a polynomial in crankshaft speed as:
k = b +c (58)
On the basis of simulation and experimental results it is established that the optimal
selection of value of b varies between 0.02 and 0.5.
Parameter Value Description
m 20 Kg Mass of Engine moving assembly
b 0.2 Friction Coefficient
k3 10000 Elasticity Coefficient
1.4 Cp / Cv
P 3 hp Power generated in cylinder
0.3 Efficiency
100 rad/s Engine operating speed
Table 1. Parameter values used in simulation
4.2.3. Model properties and applications

The proposed hybrid model was used to study the properties of crankshaft speed of SI
engine [Rizvi etal]. The simplicity of model also enabled to study some stochastic properties
of engine variable also. An analysis of hybrid model indicates following results which are
useful in statistical analysis of system.
1. Four peaks would be observed in one ignition cycle of a four cylinder SI engine.
2. Amplitude of four observed peaks represents four independent events.
3. Crankshaft speed is proportional to input power. (Due to linear model of subsystems)
4. Crankshaft speed is proportional to amount of intake air.
The model was used:
1. To develop state observer for estimation of angular acceleration

2. To detect and isolate the misfire fault in SI engine [22].
4.3. Model input estimation

The input to the model is the power generated inside the cylinder as a result of ignition. It is
assumed that power operating on piston is coming from two sources i.e. by the ignition of
fuel and by the power supplied by the engine rotating assembly due to inertia. In case of
misfire, the power due to inertia of rotating assembly will maintain the movement of piston
but the Power due to ignition of fuel is absent. Power can be defined as the product of force
acting on piston of a cylinder and piston velocity. If F is the force acting on engine piston
and v is the piston velocity, then power P acting on piston can be defined as:
P = Fv (59)
P = p. A. v (60)
Where p is the pressure inside the cylinder, A is the surface area of piston which is known.
The only unknown variable is the cylinder pressure that can be estimated using observer or
an estimator. One such technique of cylinder pressure estimation was proposed by Yaojung
S. and Moskwa J. (1995, pp: 70-78) in [28]. However for simulation purpose typical values
can be used. Under idle conditions the typical value of peak pressure inside the cylinders is
25 bars. If engine is running at 15 revolutions per second i.e. idle speed, and cylinder stroke
is 75mm, then average speed of piston can be easily estimated. This pulse would be
provided once in each ignition cycle i.e. in 720. The time to traverse the complete stroke is
1/30 seconds or nearly 0.03 seconds. The average power provided by the fuel can now be
estimated as:
.
Power = pi .075 .075/4 ( ) (61)
.
Power = 2301 Watt = 3.1 hp

A pulse with average value of power equivalent to 3.1 hp would then be used in
simulations.
Periodic Impulse Train

H1
180 Phase Shift H2
360 Phase Shift

H3
540 Phase Shift H4
Figure 5. Switched linear system used for simulation purpose

4.4. Model simulation and experimental verification

The block diagram of switched linear system used for simulation purpose is shown in
Figure 4.3. Input is provided as a periodic pulse train and three shifted versions of the same
pulse train so that addition of all the four signals would also result in a periodic pulse train.
H is a multiplier and represents health of a cylinder. H=1 represents a healthy cylinder that
contribute to system output. H=0 represents faulty cylinder that does not contribute to
system output.
4.4.1. Simulation results

For simulation computer program was written to implement the block diagram shown in
Figure 4.3 in Matlab. This gain of all elements was given a value equal to 1 for no-misfire
simulation. To simulate the misfire situation, the gain of the corresponding sub-system was
set to zero so that its output did not participate in the net system output. The nominal values
of model parameters/ constants used in simulation are provided in Table 1. Under no
misfire condition, the model was tuned to match its output with the experimental results.
Using same parameter values, the misfire situation was simulated. The simulation results of
hybrid model for both healthy and faulty conditions are shown in Figure 4.4.
16
14
15.8 13.5
Speed (rps)
Speed (rps)
13
15.6
12.5
15.4
12
15.2 11.5
15 11
4.55 4.6 4.65 4.7 4.75 3.4 3.6 3.8 4 4.2 4.4
Time (sec) Time (sec)
Figure 6. Simulation Results: The waveforms representing fully balanced engine operation (left) one
cylinder misfiring (right)
The simulation results were then validated by conducting an experiment. In the crankshaft
position was observed using crankshaft position sensor. The output of sensor is in the form
of pulses. The data was logged using a data acquisition card from National Instrument Inc.
on an analog channel with a constant data acquisition rate. Engine speed is estimated using
crankshaft position data and experimental setup data:
Number of Teeth in gear = 13
Angular spacing between normal Teeth = 30
Angular spacing between double Teeth = 15
Reference indication by Double teeth
Data Acquisition Rate = 50000 samples/second

The reference was first searched by finding the double teeth. The number of samples polled
in the time interval of passing of two consecutive gear teeth in front of magnetic sensor was
observed. The number of samples polled was converted to time as

Time = .

Using angular displacement between two consecutive teeth and time to traverse that
angular displacement, crankshaft speed was estimated. Crankshaft speed was finally
plotted as a function of time. The experiment for the measurement of speed was
conducted both under no-misfire condition and misfire condition. During experiment
some load was kept on engine by application of brake. The value of applied load was
however unknown but an effort was made to keep load similar in both experiments by
retaining the brake paddle at the same position during both experiments. The
experimental results are shown in Figure 7.
14
15.8
13.5
Speed (rps)
Speed (rps)
15.6 13
12.5
15.4
12
15.2
11.5
15 11
4.55 4.6 4.65 4.7 4.75 3.5 4 4.5
Time (sec) Time (sec)
Figure 7. Experimental Results: The waveforms representing fully balanced engine operation (left) one
cylinder misfiring (right)
Author details
Mudassar Abbas Rizvi and Aamer Iqbal Bhatti
Mohammed Ali Jinnah University (MAJU), Islamabad, Pakistan
Qarab Raza
Center for Advanced Studies in Engineering (CASE), Islamabad, Pakistan
Sajjad Zaidi
Pakistan Navy Engineering College, Karachi, Pakistan
Mansoor Khan
Jiao tong University, Shanghai, China
5. References
[1] L. Guzzella and C.H. Onder, Introduction to Modeling and Control of Internal Combustion
Engine Systems Springer-Verlag Berlin Heidelberg 2004.
[2] John J. Moskwa Automotive Engine modeling for Real time Control, PhD Thesis,
Massachusetts Institute of Technology May, 1988.
[3] Elbert Hendricks, Spencer C. Sorenson, Mean Value Modeling of Spark Ignition
Engines, SAE Technical Paper no.900616, 1990.
[4] Elbert Hendricks, Alain Chevalier, Michael Jensen and Spencer C. Sorensen Modeling
of the Intake Manifold Filling Dynamics, 1996. SAE Technical Paper No. 960037.
[5] Elbert Hendricks, Engine Modeling for Control Applications: A Critical Survey,
Meccanica 32: 387-396, 1997.
[6] Crossly, P., R., Cook, J., A.,A Nonlinear Engine Model for Drive train System
Development, IEEE Int. Conf. Control 91,Conference Publication No.332,
Vol.2.,Edinburgh,U.K.,March 1991.
[7] Dobner, Donald J., A Mathematical Engine Model for Development of Dynamic
Engine Control, SAE technical paper No. 800054, 1980.
[8] Gordon P. Blair, Design and Simulation of Four Stroke Engines, SAE International, 1999.
ISBN 0-7680-04440-3.
[9] Weeks, R, W, Moskwa, J, J, Automotive Engine Modeling for Real-Time Control Using
Matlab/Simulink, SAE Technical Paper no.950417, 1995.
[10] Robert Todd Chang, A Modeling Study of the Influence of Spark-Ignition Engine
Design Parameters on Engine Thermal Efficiency and Performance, Masters Thesis,
Department of Mechanical Engineering, Massachusetts Institute of Technology, 1988.
[11] Q. R. Butt, A. I. Bhatti, M. Iqbal, M. A. Rizvi, R. Mufti, I. H. Kazmi, Estimation of
Gasoline Engine Parameters Part I: Discharge Coefficient of Throttle Body, IBCAST
2009, Islamabad.
[12] Q. R. Butt, A. I. Bhatti, Estimation of Gasoline Engine Parameters using Higher Order
Sliding Mode, IEEE Transaction on Industrial Electronics Vol 55 Issue 11 Nov 2008
Page 3891-3898.
[13] R. Scattolini, A. Miotti, G. Lorini, P. Bolzern, P., Colaneri, N. Schiavoni, Modeling,

simulation and control of an automotive gasoline engine Proceedings of 2006 IEEE,
International conference on control applications, Munich, Germany, October 4-6, 2006.
[14] Toshihiro Aono and Takehiko Kowatari, Throttle-Control Algorithm for Improving
Engine Response Based on Air-Intake Model and Throttle-Response Model, IEEE
Transactions in Industrial Electronics, vol. 53, No.3, June 2006.
[15] Christian Bohn, Thomas Bohme, Aik Staate and Petra Manemann, A Nonlinear
Model for Design and Simulation of Automotive Idle Speed Control Strategies,
Proceeding of the American Control Conference 2006, Minneapolis, Minnesota, USA,
June 14-16 2006.
[16] Per Andersson Air Charge Estimation in Turbocharged Spark Ignition Engines,
Doctoral Thesis, Department of Electrical Engineering, Linkoping University,
Linkoping, Sweden 2005.
[17] Deligiannis V, Manesis,S : Modeling Internal Combustion Engines Using a Hyper-
Class of Hybrid Automata: A Case Study, Conference on Computer Aided Control
Systems Design, Munich, Germany, Proceedings of the 2006 IEEE, pp. 2991-2996
[18] Sengupta, S., Mukhopadhyay, S., Deb, A., Pattada, K. et al., "Hybrid Automata
Modeling of SI Gasoline Engines towards state estimation for fault diagnosis," SAE
Technical Paper 2011-01-2434, 2011, doi:10.4271/2011-01-2434
[19] Wong P. K, Tam L. M., Li K, Vong C. M, Engine Idle Speed System Modeling and
Control Optimization using Artificial intelligence, Proceedings of the Institution of
Mechanical Engineers. Part D, Journal of Automobile Engineering, Volume 224, 2009,
pp: 55-72.
[20] Isermann R, Mller N., Modeling and Adaptive Control of Combustion Engines
With Fast Neural Networks, European Symposium on Intelligent Technologies,
Hybrid Systems and their Implementation on Smart Adaptive Systems, Tenerife,
Spain, 2001.
[21] Rizvi M. A., A. I. Bhatti, Hybrid Model for Early Detection of Misfire Fault in SI
Engines, IEEE 13th International Multitopic Conference, 538315, pp 1-6, Nov. 2009.
[22] Rizvi M. A, Bhatti A. I., Butt Q. R, Hybrid Model of Gasoline Engine for Misfire
Detection, IEEE Transactions on Industrial Electronics Accepted for publication in
2010.
[23] Karlsson J, Fredriksson J. Cylinder-by-Cylinder Engine Models Vs Mean Value Engine
Models for use in Powertrain Control Applications, Society of Automotive Engineers,
SAE 1998. 99P-174, pp: 1-8
[24] Franco J, Franchek M. A, Grigoriadis K, Real-time brake torque estimation for
internal combustion engines, Mechanical Systems and Signal processing, 22 (2008),
pp: 338-361
[25] Matco, D., Zupancic, B., Karba, R., Simulation and Modeling of Continuous System, A
Case Study Approach, Prentice Hall, 1992.
[26] Heywood; John B., Internal Combustion Engine Fundamentals, McGraw-Hill Inc.,
1988.
[27] Per Andersson, Lars Eriksson and Lars Nielsen Modeling and Architecture Examples
of Model Based Engine Control Vehicular Systems, ISY, Linkping University,
Sweden.
[28] Yaojung Shiao, John J. Moskwa, Model-Based Cylinder-By-Cylinder Air-Fuel Ratio
Control for SI Engines using Sliding Observers Proceedings of the 1996 IEEE
International Conference on Control Application Dearborn, MI. September 15-18, 1996.
Chapter 8
The Study of Inflow Improvement in Spark

Engines by Using New Concepts of Air Filters
Sorin Raiu and Corneliu Birtok-Bneas
http://dx.doi.org/10.5772/48137
1. Introduction
The piston internal combustion engine is a thermal engine that converts the chemical energy
of the engine fluid fuel into mechanical energy. Engine fluid developments are achieved by
means of a piston. The alternative movement of the piston inside a cylinder becomes
rotating movement due to the crank gear.
For an internal combustion engine, the gas changing process encloses the intake and
exhaust, which condition each other. The intake process is the process during which fresh
fluid (air) enters the engine cylinders. The intake (or filling) determines the amount of fresh
fluid retained in the cylinder after closing the last filling body and thus the mechanical
energy developed during relaxation. The exhaust determines the purification degree of the
cylinder with a view to a subsequent fill. In other words, the bigger the amount of fresh
fluid (respectively air) retained into the engine cylinders, the higher the engine performance.
The large amount of air in the engine cylinders means high pressure and low temperature
on the inlet. This is the origin of the idea for this study which seeks ways to maximize, as
much as possible, the amount of air introduced into the engine cylinders (by increasing
pressure and decreasing temperature into cylinders), during an operating cycle, the costs for
this goal being minimal.
Cylinder filling can be normal or forced (supercharging).

Normal filling, or normal inlet, typical of only 4-stroke engines, is achieved due to the
pistons movement in the cylinder, in the sense of volume increase. Volume growth is
recorded in the intake stroke, the fresh fluid with atmospheric pressure on the inlet.
Forced filling is achieved when the inlet pressure is greater than atmospheric pressure,
indispensable in the 2-stroke engine without gas exchange bound drives. Forced filling can
be achieved by supercharging when special equipment prepares the fresh fluid to enter the
engine inlet at a pressure greater than the atmospheric one.
2012 Raiu and Birtok-Bneas, licensee InTech. This is an open access chapter distributed under the
terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/by/3.0), which
permits unrestricted use, distribution, and reproduction in any medium, provided the original work is
properly cited.
The cylinder filling process is strongly influenced by gas-dynamic losses on the engine
intake route. There are two kinds of losses:
- Thermal losses due to heating the fluid through the inlet route walls, thus the final
temperature being T + T, the temperature increase resulting in diminishing density
and hence the filling penalty.
- Pressure losses caused by the existence of hydraulic resistances on the intake route and
fluid friction with the pipe walls. These can be quantified according to the well-known
formula [1]:
w2
p (1)
2
where is the pressure loss coefficient, w is the flow speed of the fresh fluid and is its
density.
Due to these losses, the amount of fresh charge retained in the engine cylinders, while
providing information on the filling conditions, cannot serve as a comparison standard for
different engines, but only for the same engine (the size of the losses mentioned above
differs from one engine to another). This is why we introduce the notion of filling degree, or
filling coefficient, or filling efficiency as a criterion for assessing filling perfection [1]:
C
v (2)
C0
where C is the amount of fresh fluid actually retained in the cylinder, and C0 is the amount
of fresh fluid that could be retained in the cylinder, under the state conditions of the engine
inlet, i.e. without taking into account the losses mentioned above.
Proper filtering of the air that enters the internal combustion engine cylinder is essential to
extend its operation. Preventing the intake of various impurities along with atmosphere air
significantly reduces the wear and tear of engine parts in relative movement.
Unfortunately, besides the function of filtering air drawn from the atmosphere, the air filter
as a distinct part in engine composition - is a significant gas-dynamic resistance interposed
on the suction route. If it is not cleaned regularly and the vehicle is driven frequently in
dusty areas, the suction pressure pa is reduced consistently and the filling efficiency v
suffers penalties [1].
The air filters for filtrating sucked air, needed for the running of internal combustion
engines, are made in several variants that differ according to the filtration principle:
- filters with filter element;

- filters by inertia;
- combined filters.
These variants have the following disadvantages:
the existence of the filter element inside the case marks increased gas-dynamic
resistance on the absorbed air (resulting in insufficient absorption phenomenon);
The Study of Inflow Improvement in Spark Engines by Using New Concepts of Air Filters 189
the storage of dirt inside the filter interferes with the self-cleaning property of the filter
element;
the inability to view the filter element without prior removal of the filter to verify its
impurity loading degree;
the inability of the air filter to considerably increase the speed of the absorbed air;
the inability of the air filter to pre-cool the air drawn into it;
the inability of the air filter to create a slight boost while driving.
Air filtration is characterized by the following parameters:
1. average retention efficiency - measure of the filters ability to capture dust and other
impurities from the filtered air, expressed in [%];
2. filter class - the filter material's ability to retain particles of minimum specified size;
Composition of dust particles in the air, for example see [2]:
Airborne dust is extremely variable both as component material and particle size,
depending on geographical area and climate. In general, airborne dust contains SiO2, CaO2,
MgO, Fe2O3, Al2O3, alkaline material, organic material, soot, debris and smoke. Most
dangerous for the engine are quartz particles (sand), quartz being one of the strongest
abrasives. Organic substances are harmless to the engine.
The density of dust in the air is between 0.0002 g/m3 in winter and 3-4 g/m3 in summer, on
earth roads from 0.5 to 1 m height above the ground. On paved roads, in summer, dust
content in the air is 0.001 to 0.002 g/m3, i.e. 20 to 30 times higher than in winter; the density
variation between the minimum and maximum, i.e. from 0.0002 to 4 g/m3, is 1 to 20 000. If
during daytime you can see only up to 25 to 30 m, there is about 1g dust/m3 of air.
The most dangerous particles are quartz grains exceeding 0,010 mm, quartz being a
powerful abrasive which causes wear and tear 2-3 times more than smaller particles. There
is no air filter to stop all the dust in the air, meaning one with 100% filtration efficiency.
2. Brief history of the evolution of air filters

At the beginning of the internal combustion engine evolution, the air filters role was limited
to the simple function of filtering the air entering the cylinders, air absorption taking place
only from the engine compartment, regardless of season. Filter element was made of
stainless steel sieves overlaid in 5 to 10 layers. Filter shape, respectively of the filter element,
was mostly cylindrical (Figures 1-4) [2].
Figure 1. FORD T Model 1928

Figure 2. FORD A Model 1929
Figure 3. FORD V8 1932
Figure 4. FORD V8 1932
In certain racing engines with carburetors mounted on each cylinder, there is even no air
filter, the engine sucking air directly from the engine compartment, without pre-filtering it
(Figure 5).
Figure 5. MILLER V16 1931

The filter element becomes a consumable item, being replaced at road running intervals set
by each manufacturer.
After the 40s, differential absorption of air depending on season starts to appear: in summer
outside the engine compartment and in winter from the exhaust manifold area (Figures 6-
11) [2].
The filter element known today as microporous or textile cardboard appears much later, in a
variety of forms, the most common being the panel (Figure 12).
Figure 6. . FORD MUSTANG I 1964
Figure 7. FORD MUSTANG II 1974
Figure 8. FORD MUSTANG GT 1982

Figure 9. FORD MUSTANG 1994
Figure 12. Panel type air filter

3. Super absorbing air filters (SAAF) Own concepts [2,5]

From the outset it should be noted that the concepts proposed by the authors refer
exclusively to air filter casing. The filter element is standard, purchased from well-known
manufacturers.
The super absorbing or multifunction filters designed by the authors fulfil, besides the main
task of filtering the air, the following functions:
To capture the air;

To increase the air flow rate of the absorbed air;
To pre-cool the air;
To change the airflow direction;
To increase the filling coefficient or efficiency.
Here follows a classification of the super absorbing filters depending on assembly position,
gauge dimensions and air intake function.
3.1. Super absorbing cylindrical air filter with internal diffuser (SAAFid)
The internal diffuser has the additional function of accelerating air speed out of the filter.
The design geometry provides considerable increase in the coefficient of filling the cylinders
with air.
The internal diffuser has variable sizes, depending on engine displacement. The larger the
displacement is, the higher the diffuser sizes are, and vice versa.
(a) (b)
Figure 13. Super absorbing filter with internal diffuser: a, b physical models
3.2. Supliform super absorbing air filter (suSAAF)

It is mainly based on space-saving, reduced gauge dimensions (flexibility), being useful
where the engine compartment is very tight (large capacity engines with supercharging
installations). This filter allows, in its turn, function multiplication, namely, besides the main
function of filtering the air, the filter increases the absorption and intake rate, as well as the
speed of the absorbed air, also cooling it. This filter type can be a filter with one filter area
and external collector, and a filter with dual filtration area.
The supliform air filter with one filter area consists of an axial external collector of
cylindrical-concave shape (in radial section it is an arc), lined with filter element,
concentration surfaces and connection cylinder (figure14).
The arc-shaped axial external sensor is radially closed at both ends with two concentration
surfaces (crescent shaped) (Figures 14.c).
The filter element is recessed axially between the collector edges and radially between the
concentration surfaces.
(a) (b)
(c) (d)
a sketch, b virtual model made in AutoDesk Inventor, c exploded virtual model, d physical model
Figure 14. Supliform super absorbing air filter with one filter area and external collector
On one of the concentration surfaces there is the fitting cylinder (Figure 14.d), which
provides connection of the supliform filter to the engine inlet.
The collector, together with the concentration surfaces, captures radially and directs axially
the air into the fitting cylinder (towards filter exit).
Due to its geometric shape, the collector ensures the minimum gas-dynamic resistance and
creates a slight boost which increases proportionally with the speed of the vehicle, increasing
considerably the amount of air absorbed and thus the filling coefficient of the engine.
(a) (b)
(c)
a sketch, b virtual model made in AutoDesk Inventor, c physical model
Figure 15. Supliform super absorbing air filter with dual filtration area
The filter element has a concave semi-cylindrical shape (Figure 14.d) and defines the area
located between the collector edges and concentration surfaces. It is made of micron
cardboard placed so that it forms the lateral area of the filter element (in radial section the
micron cardboard has a VV shape). The cardboard provides a fine filter (microns) and is
covered on the outside with a millimeter sieve, which allows coarse air filtering (millimeter).
The micrometer cardboard and millimeter sieve are rigid (fixed) at both open ends with
silicone semi-rings for better alignment and ideal tightness relative to the sensor edges and
concentration surfaces.
The supliform air filter is mounted radially to the geometric axis of the vehicle (perpendicular
on travel direction) for proper intake and absorption performance (Figure 16).
Figure 16. Mounting supliform air filter on engine
3.3. Super absorbing air filter with wide filtration range (SAAFwr)
This type of filter is made up of a front diffuser and a side surface with guiding cells,
allowing the capture of both front and side air, thus increasing the surface of air penetration
into the filter.
Figure 17. Super absorbing air filter with wide filtration range
4. Dynamic air transfer device (DATD) [2,5]

During operation of internal combustion engines fitted on motor vehicles in summer, there
can be noted two shortcomings of the super absorbing filters, leading to their poor
performance:
insufficient air suction effect due to their installation in the engine compartment, area
where the airflow is turbulent, the airflow around the filter not being laminar but
turbulent, and the volumetric efficiency suffering penalties;
increase in the absorbed air temperature due to their installation in the engine
compartment, area which is subject to thermal radiation (of the cooling radiator and
exhaust manifold). The overheating of the fresh fluid increases engine temperature, the
appearance of detonation combustion and engine power reduction.
Figure 18 presents the most disadvantageous fitting solutions in terms of exposure to

thermal radiation and eddy currents.
(a) (b)
Figure 18. Assemblies that lead to direct exposure of the filters
It was tried to use a separator compartment for the air filter (Figure 19). But the separator
compartment does not provide ideal insulation against the engine compartment, allowing
thermal radiation to enter the air filter. Due to its design, turbulent air currents are created
inside the separator compartment.
(a) (b)
Figure 19. Installing filters in separator compartments
Moreover, the extension of the intake route outside the engine compartment is also
practised. The example is given by mounting the air filter in the front bumper of a Honda
Civic R Type. At the same time, the incorporation of the air filter in aluminum or carbon
cage is also practised.
By using the above solutions, the disadvantages mentioned are partially eliminated, but
there is significant pressure loss due to extension of the intake route and existence of casting.
Suction pressure is reduced consistently. On average, the intake route distances increase by
over 500 mm, leading to increased drag created by additional friction arising from contact
with the intake route wall.
Considering the above drawbacks, an efficient intake device was designed for internal
combustion engines, called dynamic air transfer device (DATD) (Figure 20). It helps improve
air circulation to the filter air through the engine compartment.
(a) (b) (c) (d)
a - design scheme: 1 - external collector diffuser, 2 - pipe connection, 3 - axial external collector,
A, B - connecting surfaces; b - real overview; c - axial external collector and external collector diffuser - overview;
d - different types of axial external collector and external collector diffuser.
Figure 20. Dynamic air transfer device (DATD)
The novelty consists in mounting external collector diffusers longitudinally with the vehicle
axis, in the front area (in front of the radiator area or in the front bumper). They drive the air
trapped outside the engine compartment, through the pipe connection, to the axial external
collector, where the transfer to the air filter takes place.
The dynamic air transfer device consists of:
(a) (b)
Figure 21. External collector diffusers - physical models

1. External collector diffusers (one or more), whose role is to capture and accelerate air
velocity (Figure 21).
2. Pipe connection, which connect the external collector diffusers and axial external
collector (Figure 22).
Figure 22. Pipe connection
3. The axial external collector (mono or bi-route), Figure 23, is mounted on the super
absorbing air filter oriented to the high heat radiation areas (exhaust manifold, radiator,
engine). It takes at least 30% of the lateral filter area, being at a well-determined
distance away from the filter (between 3 and 8 mm). Its role is to transfer the air flow in
the filter, flow divided into two components: one that actually enters the filter, the
actual flow being admitted into the engine cylinders and one that surrounds the lateral
surface of the filter, leading to keeping a relatively low filter temperature.
(a) (b)
a mono-route, b bi-route
Figure 23. Axial external collector
While driving the vehicle, the air is taken over by the external collector diffusers which
enhance its speed, concentrate and convey it through the pipe connection to the axial
external collector that transfers it to the super absorbing air filter.
The air stream transferred (brought) from outside the engine compartment has laminar
focused flow. Speed increases (task performed by the external collector diffusers), and at the
same time the air flow temperature decreases significantly. Because of its design geometry,
the axial external sensor ensures good transfer and dispersion of the air on the side area of
the super absorbing air filter. The amount of transfered air increases proportionally with the
speed of the vehicle.
(a) (b)
Figure 24. a - DATD mounted on the engine; b - component parts: 1 - external collector diffusers, 2 -
pipe connection, 3 - bi-route axial external collector
Advantages of DATD:
the air transfer to the filter has laminar focused flow;

the low air temperature provides improved filling efficiency;
a slight boost is created increasing proportionally with the speed of the vehicle;
the combustion process is improved;
the tendency is toward dynamic inlet;
it allows shortening the distance between the filter and the intake manifold.
Depending on engine capacity, one should use one or two external collector diffusers and an
axial external collector in one or two transfer routes with varying sizes.
4.1. Experimented DATD
Figure 25. DATD mounted on Renault LAGUNA 1.6 16V
Differential pressure measurements were made both in the presence of the axial external
collector of the DATD, and in its absence, in the suction area of the air filter, on different
speed ranges. Data were taken while driving in real traffic at different speeds of the
vehicle.
Figure 26. DATD mounted WV Golf 5, 1.4 16v
Figure 27. DATD, bi-route mounted on Honda Civic, 1.6
Figure 28. DATD, mounted on Renault Megane Coupe
For measurements in the transfer area of the axial external collector - air filter, the pressure
intake port was oriented axially to the airflow direction.
For measurements without DATD, in the suction area of the air filter, the pressure intake
port is directed axially to the air absorption direction.
One can notice a higher air capture and transfer effect obtained by DATD, in comparison
with the simple absorption of the super absorbing air filter. This effect is accentuated by
higher values of the relative air pressure in the capture area obtained by DATD, in
comparison with the relative pressure values in the absorption area of the air filter in the
absence of DATD. This is particularly beneficial, especially for non-supercharged engine
intake (normal inlet), the amount of air admitted into the engine cylinders being directly
proportional to the intake pressure.
w ith DATD
163 w ithout DATD
143
123
103
presure [Pa]
83
63
43
23
3
25 30 35 40 45 50 55 60 65
vehicle speed [km/h]
Figure 29. Comparative graph of the relative air pressure fields in the suction area of the air filter, in
the presence and respectively absence of DATD
Here are some comparative measurements of the temperatures of the outer surfaces of the
original classic air filter (OAF) and super absorbing air filters with DATD (SAAF+DATD) in
real traffic conditions.
From the graphs above it can be seen that the temperatures of the outer surfaces of the
super absorbing filters, in combination with the dynamic air transfer device
(SAAF+DATD), are much lower than the ones corresponding to the outer surfaces of the
original air filters (OAF). Consequently, the use of super absorbing air filters together with
DATD leads to less acute air heating on the intake route and therefore improvement of the
filling coefficient.
OAF
50 SAAF+DATD
40
Temperature [ 0C]
30
20
10
0
Opel Astra 1.4 l
Figure 30. Temperatures of the outer surfaces of the OAF and SAAF+DATD for Opela Astra 1.4i
OAF
41 SAAF+DATD
40
39
Temperature [ 0C]
38
37
36
35
34
33
32
Opel Astra 2.0 l tdi
Figure 31. Temperatures of the outer surfaces of the OAF and SAAF+DATD for Opela Astra 2.0tdi
OAF
50 SAAF+DATD
40
Temperature [ 0C]
30
20
10
0
Suzuki
Suzuki Sam samurai
urai 1.3 1.3 carburator
w ith carburettor
Figure 32. Temperatures of the outer surfaces of the OAF and SAAF+DATD for Suzuki Samurai
OAF
50 SAAF+DATD
40
Temperature [ 0C]
30
20
10
0
Dacia
Dacia 1.3
1.3 w ithcarburator
carburettor
Figure 33. Temperatures of the outer surfaces of the OAF and SAAF+DATD for Dacia 1.3
OAF
80 SAAF+DATD
70
60
Temperature [ 0C]
50
40
30
20
10
0
Dacia logan 1.4 l
Figure 34. Temperatures of the outer surfaces of the OAF and SAAF+DATD for Dacia Logan 1.4i
5. Integrated deflector (ID) for attenuation of thermal radiation coming

from the cooling radiator [2]
The thermal radiation and warm air from the engine cooling radiator extra heat the air filter
and intake manifold. The absorbed air is also heated thus decreasing its density, the engine
performance diminishing especially in hot weather. The air filter and intake manifold
temperatures vary, in this case, between 60 and 85 oC, depending on the car speed.
Figure 35. Illustration of thermal radiation orientation towards the air filter
Figure 36. Filter assembly without the cooling radiators integrated deflector
The cooling radiators integrated deflector is designed to reduce these shortcomings, being
mounted behind the radiator fan to direct the air flow beneath the inlet level (downwards).
The deflector is thermally insulated (Figure 38), the filter and manifold temperatures falling
within the range 25 ... 37 oC when the deflector is used.
Figure 37. Radiator fan

Figure 38. Integrated deflector - physical model
(a) (b)
Figure 39. a,b - Overview of radiator with mounted deflector
As already mentioned, the purpose of the integrated deflector is to direct downward the hot
airflow passing through the engine cooling radiator (Fig. 40, b).
(a) (b)
Figure 40. Integrated deflector: a - sketch, b - operation principle
The technical problem solved consists in protecting the intake manifold and air filter from
the heat radiation coming from the engine cooling radiator.
By use of the deflector integrated the following advantages are obtained:
downward direction of the hot airflow coming from the cooling radiator (thermal
radiation), outside the engine compartment;
maintaining an optimum temperature of the intake manifold and air filter (to avoid
overheating them).
The integrated deflector is provided with a deflector wall (Figure 41), which has a
rectangular concentration area (2) fixed on the upper end. The concentration trapezoidal
surfaces (3) and (4) are fixed on the lateral ends of the deflector wall (1), with the large
trapeze end at the bottom. The deflector wall (1) has two or more directional windows (5).
(a) (b)
Figure 41. Integrated deflector - virtual model, made in Autodesk Inventor:

1 - deflector wall, 2 - rectangular concentration area;
3, 4 - trapezoidal concentration surfaces; 5 - directional windows
The bottom surface between bases (3), (4) and the bottom edge of the deflector wall (1) is
open (free) to allow the evacuation of most hot airflow coming from the cooling radiator.
The directional windows (5) allow additional exhaust of the hot airflow coming from the
cooling radiator.
The deflector is not bad for engine cooling, the operating temperature of the coolant
remaining within normal operating parameters.
Further experimental measurements are shown for comparative temperatures of intake air
in the presence and absence of the deflector. Please note that in summer tests were made on
(a) (b)
Figure 42. Overview of engine radiator tested: a - without integrated deflector, b - with integrated
deflector mounted
4 different cars, drawing the conclusion that the deflector has no adverse effect on engine
cooling, the operating temperature of the coolant remaining within the parameters specified
by the manufacturer.
OAF
80 SAAF
70 SAAF+ID
SAAF+DATD+ID
60
Temperature [ 0C]
50
40
30
20
10
0
Ford fusion 1.4 l i
Figure 43. Intake air temperature values in the proximity of the air filter
As illustrated in Figure 45, the intake air temperature values for the original air filter (OAF)
and the super absorbing air filter (SAAF) are similar in size and relatively high, leading to
low density of the fresh load in the cylinders and thus to reducing the filling efficiency.
Conversely, the temperature values recorded in the presence of the super absorbing air filter
with integrated deflector (SAAF+ID) and to which the dynamic air transfer device is added
(SAAF+DADT+ID) are much lower than the previous ones, which favors the improvement
of the filling efficiency.
In conclusion, we can say that the dynamic air transfer device together with the integrated
heat deflector, lead on the one hand to increasing the fresh fluid intake pressure, and on the
other hand to lowering its temperature, both solutions contributing to increasing the filling
efficiency v of the engine cylinders.
6. Experimental laboratory tests

The purpose of these experiments is to test the concepts of the super absorbing air filters and
DATD designed and carried out by the authors, previously presented in detail. Testing was
performed on an experimental stand, located in the Laboratory of Internal Combustion
Engines of the Faculty of Engineering of Hunedoara, Romania.
The data were processed and compared with those obtained when operation took place the
original engine filter provided by the manufacturer. There is clear improvement of pressure
on the inlet route, when super absorbing filters and the dynamic air transfer device are
installed.
The experimental measurements were based on a stand containing a 4-stroke 4-vertical

inline cylinder spark ignition engine, the camshaft in the crankcase, Dacia brand, model
810.99, with carburettor, and related equipment, stand which allows setting the pressure
field on the engine intake route (Figure 44), for example see [2,3].
Figure 44. Overview of experimental stand
(a)
(c)
(b)
Figure 45. a, b, c.; Position and number of pressure intake ports
A number of the pressure intake ports were made downstream the air filter and
measurements were made at different operating regimes for the engine installed on the
stand, for different super absorbing filters designed and made by the authors. The position
of the pressure intake ports on the engine intake route is illustrated in Figure 45.
Measurements were performed in no-load (idling) engine motion at various revolutions.

Relative pressure values were measured on the intake route points where pressure ports
have been mounted, as shown in Figure 45. TESTO 510 digital manometer (0-100hPa) was
used. For example see [3].
Also, to simulate vehicle movement, measurements were performed in the presence of a fan
positioned in front of the cooling radiator of the engine installed on the stand.
Measuring the speed of airflow from the fan to the engine radiator took place using a digital
anemometer, Lutron LM - 8010 type. Engine revolution was measured with a VELLEMAN
DTO 6234N digital tachometer.
In addition, engine noise measurements were made for operation with different filter types,
with a Lutron SL - 4012 type sound level meter.
Data were collected for the inlet system equipped with original classic air filter OAF (Figure
46), super absorbing cylindrical air filter with internal diffuser SAAFid (Figure 47), supliform
super absorbing air filter suSAAF (Figure 48), super absorbing filter with wide filtration
range SAAFwr (Figure 49) and for the dynamic air transfer device DATD (figure 50).
Figure 46. Original classic filter trial
Figure 47. Super absorbing cylindrical filter with internal diffuser trial
Figure 48. Supliform super absorbing filter trial

Figure 49. Super absorbing with wide filtration range trial
(a) (b) (c)
Figure 50. a, b, c: Dynamic air transfer device DATD trial
Further are presented comparative graphs of the relative pressure values recorded for each
concept, for each individual pressure intake port.
Due to the presence of pressure waves generated by alternative movement of the pistons in
the cylinders and the periodic opening and closing of the intake valves, pressure values
fluctuate within a fairly wide range. Therefore, after stabilization of engine revolution, limit
values (upper and lower) of the pressure in the ports mounted were registered and their
average was calculated. These averages were used for plotting the graphs below.
Air fan velocity 0 m/s
0
850 1350 1850 2350 2850 3350
relative pressure [Pa]
-5
-10
OAF
-15
SAAFid
-20 suSAAF
-25
RPM
OAF Original Air Filter, SAAFid Super Absorbing Air Filter with internal diffuser, suSAAF supliform Super
Absorbing Air Filter
Figure 51. Values for pressure intake port 1, without vehicle movement simulation
0
850 1350 1850 2350 2850 3350

-5
-10
OAF
SAAFid
-15
suSAAF
-20
RPM
0
850 1350 1850 2350 2850 3350
-5
-10
-15
OAF
-20
SAAFid
-25 suSAAF
-30
RPM

10
5
0
850 1350 1850 2350 2850 3350
-5
-10
OAF
-15 SAAFid
suSAAF
-20
RPM

60
OAF
50 SAAFid
40 suSAAF

SAAFid+DATD
30
SAAFwr
20
10
0
850 1350 1850 2350 2850 3350
-10
-20
RPM
Absorbing Air Filter, DATD Dynamic Air Transfer Device, SAAFwr Super Absorbing Air Filter with wide filtration
range
Figure 55. Values for pressure intake port 1, with vehicle movement simulation

25
OAF
20 SAAFid
suSAAF
15 SAAfid+DATD
SAAFwr
10
0
850 1350 1850 2350 2850 3350
-5
-10
RPM
range

25
OAF
20 SAAFid
suSAAF
15
SAAFid+DATD
10 SAAFwr
0
850 1350 1850 2350 2850 3350
-5
-10
-15
RPM
range
Air fan velocity 5 m/s OAF

30 SAAFid
suSAAF
25
SAAFid+DATD
20 SAAFwr
relativ pressure [Pa]

15
10
0
850 1350 1850 2350 2850 3350
-5
-10
RPM
OAF Original Air Filter, SAAFid Super Absorbing Air Filter with internal diffuser, suSAAF supliform Super Absorbing
Air Filter, DATD Dynamic Air Transfer Device, SAAFwr Super Absorbing Air Filter with wide filtration range
Noise evolution
100
98
96
94
92
noise [dB]
90 OAF
88 SAAFid
86 suSAAF
SAAFid+DATD
84
SAAFwr
82
80
850 1150 1450 1750 2050 2350 2650 2950 3250
RPM
Figure 59. Evolution of noise depending on engine revolution
The following are comparative graphs of the evolution of relative pressure on the intake
route for each revolution regime, with vehicle movement simulation (air fan velocity 5 m/s).
30
25
20
15
10
5
0
1 2 3 4
-5
OAF
-10 SAAFid
suSAAF
-15
SAAFid+DATD
pressure intake port SAAFw r
Figure 60. Evolution of relative pressure on intake route, 800 RPM

60
OAF
50 SAAFid
suSAAF

40 SAAFid+DATD
SAAFwr
30
20
10
0
1 2 3 4
pressure intake port
range
OAF
25 SAAFid
suSAAF
SAAFid+DATD
20
SAAFwr
15
10
0
1 2 3 4
-5
range
OAF
20 SAAFid
suSAAF
15 SAAFid+DATD
SAAFwr
10
0
1 2 3 4
-5
-10
range

15 OAF
SAAFid
suSAAF
10 SAAFid+DATD
SAAFwr

5
0
1 2 3 4
-5
-10
range
OAF
30
SAAFid
25 suSAAF
SAAFid+DATD
20 SAAFwr
relativ pressure [Pa]
15
10
0
1 2 3 4
-5
-10
range
7. Conclusions
Studying the pressure evolution for each pressure intake port and at different engine
revolutions (RPM), we can conclude the following [2,4]:
1. The appearance of a slight superpressure effect introduced by the super absorbing

filters with internal diffuser (SAAFid) and with wide filtration range (SAAFwr),
throughout the revolution range, which is beneficial to the filling process;
2. The superpressure effect is more noticeable at low revolutions, for all filter concepts and
decreases with revolution increase;
3. The super absorbing filters with internal diffuser and with wide filtration range retain
the superpressure effect for high revolutions;
4. The fluctuation of pressure depending on revolution is less acute in super absorbing
filters with internal diffuser and with wide filtration range;
5. Following the evolution of pressure on the intake route for different engine revolutions
it is found that the filters designed have much diminished pressure fluctuation as
compared to the one induced by the original classic air filter (OAF) for low revolutions.
At high revolutions, the evolution of pressure is somewhat similar for all filters.
Seen as a whole, we can say that the super absorbing air filters (SAAF) together with the
dynamic air transfer device (DATD) and the integrated deflector (ID) for attenuation of
thermal radiation coming from the cooling radiator, lead to the following advantages:
- Reducing pressure losses on the air intake route in the engine cylinders, which leads to
an increase in the inlet air pressure and thus to an increase in the amount of air retained
in the cylinders during an engine cycle;
- Less acute heating of the air filter during engine operation, especially in summer. The
low air filter temperature means less intense heating of the filtered air during engine
operation, with beneficial effects on air density. Cooler air means higher density, i.e.
larger amount of air retained in the engine cylinders during an engine cycle.
Author details
Sorin Raiu1,2,* and Corneliu Birtok-Bneas1,3,4
1Politehnica University of Timisoara, Romania,
2Engineering Faculty of Hunedoara, Romania,
3Mechanical Faculty of Timisoara, Romania,
4Corneliu Group, Romania
8. References
[1] Raiu S, Mihon L (2008) Internal Combustion Engines for Motor Vehicles - Processes and
Features, MIRTON Publishing House, Timioara, pp. 44-47;
[2] Birtok-Bneas C, Raiu S (2011) Air Intake of Internal Combustion Engines Super
Absorbing Filters - Dynamic Transfer Devices, POLITEHNICA Publishing House,
Timioara, pp. 15-90;
[3] Raiu S (2009) Internal Combustion Engines for Motor Vehicles - Processes and Features
Laboratory Experiments, MIRTON Publishing House, Timioara, pp. 40-42;
[4] Raiu S, Birtok-Bneas C, Alic C, Mihon L (2009) New concepts in modeling air filters for
internal combustion engines, 20th International DAAAM SYMPOSIUM "Intelligent
Manufacturing & Automation: Theory, Practice & Education", Vienna, Austria, ISSN
1726-9679
[5] www.corneliugroup.ro
* Corresponding Author
Chapter 9
Understanding Fuel Consumption/Economy

of Passenger Vehicles in the Real World
Yuki Kudoh
http://dx.doi.org/10.5772/49944
1. Introduction
The world is currently highly dependent upon oil for automotive transport. As a result,
large amounts of greenhouse gas (GHG) emissions are generated in the passenger
automotive sector and are having a substantial effect on the environment. Among the
various measures from both the automotive technology side and the transport demand side
to reduce energy consumption and GHG emissions, improving the fuel consumption (FC,
expressed in litres of gasoline per hundred kilometres of travel [L/100 km]) or fuel economy
(FE, usually expressed in [km/L] or miles per gallon [mpg]) of passenger vehicles is
regarded as the most effective measure. In this regard, many regions and countries around
the world have implemented FC/FE or GHG standards (An et al., 2011), and some for
example, the United States, the European Union, and Japan are tightening their existing
standards.
FC/FE and GHG standards are measured by using chassis dynamometer test cycles, which
simulate a variety of driving conditions at typical highway and urban driving speeds in
each country and region. However, it is quite well known that a gap exists between FC/FE
values generated by dynamometer testing and real-world values worldwide (Schipper &
Tax, 1994; Schipper, 2011). Real-world FC/FE values depend strongly upon each drivers
style and location, upon the traffic congestion, weather, and corresponding use of
accessories (especially air conditioning), and upon the vehicles maintenance condition. No
single test cycle can simulate all possible combinations of these factors. Although the energy
roadmaps and CO2 reduction targets for the passenger automotive sector in each region and
country are based mainly on FC/FE and GHG standards, it is the real-world values that
matter. It is doubtful whether reduction targets can be met without more accurate real-
world assessments of FC/FE and GHG emissions. Providing more accurate real-world FC/FE
values will also better inform consumers of expected fuel costs.
2012 Kudoh, licensee InTech. This is an open access chapter distributed under the terms of the Creative
Commons Attribution License (http://creativecommons.org/licenses/by/3.0), which permits unrestricted use,
distribution, and reproduction in any medium, provided the original work is properly cited.
The many studies that have investigated FC/FE and GHG emissions in the real world have
used several approaches. Schipper (2011) analysed FC trends for the entire passenger vehicle
fleet in the United States, Australia, Japan, and several European countries by using national
or regional statistics, as well as the impact of fuel prices upon FC/FE. Wang et al. (2008)
explored the influence of driving patterns on FC in China by using a portable emissions
measurement system and established an on-road FC estimation model. Duoba et al. (2005)
tested the robustness of FE to changes in vehicle activity for hybrid vehicles (HVs) and their
counterpart internal combustion engine vehicles by applying various driving schedules upon
a chassis dynamometer in the U.S. Several studies have also analysed on-road FC/FE by using
information collected by questionnaires or on the internet. Huo et al. (2011) examined the
differences between standard test and real-world values for Chinese passenger vehicles by
using data voluntarily reported by drivers on the internet; the study gathered 63,115 pieces of
real-world FC data for 153 vehicle models. Sagawa & Sakaguchi (2000) analysed the FE of
Japanese passenger vehicles using questionnaires, but they were unable to analyse the data
with high statistical reliability because of sample number limitations (1,479 samples).
The use of internet-connected mobile phones has become widespread throughout the world,
and the range of mobile phone contents and services provided includes those used to track the
FC/FE of automobiles. In order to analyse real-world FC/FE in Japan with a high level of
statistical reliability, the authors group put focus upon the FC/FE management service in which
voluntarily reported FC log data of the vehicle users are collected through internet-connected
mobile phones across Japan and developed and on-road (actual) FC database. The findings for
the 24 months from October 2000 to September 2002 are reported by Kudoh et al. (2004).
Since 2000, the number of brand-new passenger vehicles sold in Japan has fluctuated
between 4.26 and 4.76 million, which means that about 8% of the total passenger vehicle
fleet was replaced with brand-new vehicles annually. Since the FC/FE of brand-new vehicles
improved during this period, it is reasonable to conclude that the FC/FE performance of the
passenger vehicle fleet itself should also have improved as these new vehicles replaced
older ones. In addition, the mobile phone service provider whose log data were used to
develop the actual FC database has reported an increase in the number of users in the 2000s.
The authors group therefore updated the database by extending the data collection period
from 24 to 54 months and created a database consisting of 1,645,923 pieces of log data collected
from October 2000 through March 2005, including information from 49,677 passenger vehicle
users on 2,022 models sold in Japan and conducted a statistical analysis of actual FC for
passenger HVs and other passenger vehicles with internal combustion engine in Japan (Kudoh
et al., 2007; Kudoh et al., 2008). In addition to the previous achievements of the authors group,
this paper addresses the effects of vehicle specifications towards the actual FC/FE of passenger
vehicles in Japan, as derived from the database, from a statistical point of view.
2. Reasons for the FC/FE measurement gap

In Japan, targets for FE standards are provided in the revised Law Concerning the Rational
Use of Energy (known as the Energy-Saving Law) by implementing the Top Runners
Understanding Fuel Consumption/Economy of Passenger Vehicles in the Real World 219
Approach, which aims to establish energy-efficiency standards that meet or exceed the best
energy-efficiency specifications for a product in an industry.
According to the revised law, passenger vehicles sold on the Japanese market in 2010 were
expected to achieve the FE standard stipulated in the Japanese 10-15 mode driving schedule
for each vehicle inertia weight class. The 10-15 mode driving schedule was developed for
exhaust measurement and FE tests of light duty vehicles in Japan, including passenger
vehicles; the driving pattern and relationship between velocity and acceleration are shown
in Figure 1. The test is conducted on a chassis dynamometer with a hot start at curb weight
plus 110 [kg] (the approximate weight of 2 passengers), with the air conditioner and other
electrical appliances turned off. Figure 2 shows an example of actual vehicle travel activity
measured in an urban area (TMGBE, 1996); the average velocity is almost the same in both
figures. Although the 10-15 mode driving schedule is supposed to represent actual vehicle
travel activity within Japanese urban areas, acceleration and deceleration occurred more
frequently under actual conditions and higher levels of acceleration were observed at low
velocities. These factors are thought to be among the main reasons for the gap between 10-15
mode FE and actual FE values.
Figure 3 depicts the simulated results of the 10-15 mode FC and the actual FC for a
passenger gasoline engine vehicle (GV) with a 2,000 cc displacement. The results were
calculated under vehicle driving simulation model (Kudoh et al., 2001). At a similar average
velocity (as shown in Figure 2), the actual FC was about 13% lower than predicted by the 10-
15 mode test. In addition, the actual FC of a vehicle clearly varied according to where it was
driven, because the main cause of changes in average velocity is the stop-and-go traffic
pattern that occurs frequently in urban areas.
As pointed out by Farrington & Rugh (2000) and Nishio et al. (2008), another important
factor that should affect the FC/FE gap is the use of air conditioning, because the air
conditioning system is turned off in most test cycles on the chassis dynamometer, including
in the Japanese 10-15 mode.
(a) Driving pattern (b) Relationship between

velocity and acceleration
Figure 1. Japanese 10-15 mode driving schedule.
(a) Driving pattern (b) Relationship between

velocity and acceleration
Figure 2. An example of actual vehicle travel activity (TMGBE, 1996).
Figure 3. Simulated FC of a passenger vehicle with a 2,000cc gasoline engine.
3. Outline of the actual FC database

Figure 4 outlines the actual FC database that the authors group has been developing based
upon the catalogue data of passenger vehicles sold in Japanese market and the voluntarily
reported FC log data of vehicle users.
To obtain the passenger vehicle specifications for cars sold in Japan before March 2005,
vehicle catalogues for each vehicle name, model year, and model grade were downloaded
from an available website on the internet. The vehicle specification database contained
information on 35,177 vehicles.
Figure 4. Outline of the actual FC database.
The actual FC database was developed by using voluntarily reported FC data from vehicle
users and the vehicle specification database. The FC data collection system is called e-nenpi
(which stands for electronic FE in Japanese1); this is an online service for internet-
connected mobile phone users2 provided by IID, Inc. The system manages information for
vehicle owners, including FC performance and recommended routine maintenance. Users of
the service register and provide the following information: (1) zip code of residence, (2)
vehicle type3, (3) type of engine air intake (turbocharged/supercharged or normal), (4)
transmission type (manual or automatic4), and (5) type of fuel used (unleaded gasoline,
premium unleaded gasoline, diesel, or liquefied petroleum gas). Through their mobile
phone, the user then enters the amount of fuel put into the vehicles tank and the odometer
reading at the time of fuelling, and the users FC data are stored on a server.
The items required for service registration were linked with the vehicle specification
database and supplemented with other items such that the following 17 attributes were
1 More information is available at: http://e-nenpi.com (in Japanese).

2 Although the service was originally provided only for internet-connected mobile phone users, the provider currently
offers the service for personal computers as well.
3 Vehicle type is a code prepared by vehicle makers and approved by the government for vehicles sold and used in
Japan to identify each vehicle.

4 Although the FC may differ depending on the type of automatic transmission, they are grouped together within the
database owing to data restrictions.

included in the actual FC database for each user: (1) user ID, (2) base location of where the
vehicle was used5, (3) month and year when the vehicle was fuelled, (4) vehicle maker, (5)
vehicle name, (6) vehicle type, (7) vehicle class (light passenger vehicle6 (LP) or passenger
vehicle (P)), (8) type of powertrain (gasoline vehicle (GV), diesel vehicle (DV) or hybrid
vehicle (HV)), (9) type of air intake, (10) transmission type, (11) type of drive system (2WD
or 4WD), (12) type of fuel injection engine (direct injection or not), (13) whether a variable
valve timing system was used, (14) fuel tank capacity, (15) engine displacement, (16) vehicle
kerb weight, and (17) 10-15 mode FE.
Although technological specifications may vary within the same vehicle type by grade or
model year owing to differences in equipment or improvement in vehicle technologies, the
model year of the vehicle owned by each user could not be specified from the log data.
Hence, the following values obtained from the vehicle specification database were used in
the technological specifications of a vehicle type in the actual FC database: (1) maximum
fuel tank capacity, (2) simple average of minimum and maximum vehicle weight, and (3)
simple average of minimum and maximum 10-15 mode FE.
A total of 2,937,780 FC log data points was collected over the 54-month study period (from
October 2000 through March 2005). Data were excluded under the following conditions to
assure the statistical reliability of the database:
a. when the base location of vehicle use could not be specified (21,736 entries);
b. when users specified a vehicle type that was not included in the vehicle specification
database (611,357 entries); and
c. when the fuel fill-up rate () was less than 60% or more than 100% (536,620 entries). The
rate was calculated as = f / C, where f [L] is the amount of fuel put into the tank and C
[L] is the fuel tank capacity.
FEu,v [km/L], the FE of user u who owns vehicle type v, was calculated by Equation 1, where
du,v,i [km] is driving distance from the last fuelling of the i th data point, fu,v,i [L] is the amount
of fuel obtained for data point i, and niu,v is the number of log data entries.
FEu ,v iu ,v (du ,v ,i / fu ,v ,i ) / niu ,v (1)
FEv [km/L], the FE of vehicle type v, was calculated by using Equation 2, where nuv is the
number of users who own v.
FEv uv FEu ,v / nuv (2)
Data entries were eliminated from further analysis if they met any of the following
conditions:
5This was determined from the zip code provided by the registered user.
6A light passenger vehicle is equivalent to, or smaller than, the EUs A-segment. Its physical size and engine power are
regulated as follows: maximum length, 3.39 [m]; maximum width, 1.48 [m]; maximum height, 2 [m]; maximum engine
displacement, 660 [cc]; and maximum engine power, 64 [hp].
a. when FEiu,v was determined to be a statistical outlier by the Grubbs test at a critical
level of 5% (57,118 entries);
b. when niu,v is less than 5 (10,773 entries);
c. when the variance of FEuv is greater than 10 [(km/L)2] (4,789 entries);
d. when FEuv was determined to be a statistical outlier by the Grubbs test at a critical
level of 5% (10,414 entries); and
e. when nuv is less than 3 (40,050 entries).
After all of the eliminations, 1,645,923 log data points, including pieces of information from
49,677 users and 2,022 vehicle types, were used to develop the actual FC database. A
summary of the number of data points, users, and vehicle types is given in Table 1.
Vehicle type Number of log data Number of users Number of vehicle

points types
Light passenger < 702 kg 23,563 848 57
gasoline vehicle 703 827 kg 70,745 2,189 112
(LP-GV)
828 1,015 kg 55,655 1,654 93
1,016 1,265 kg 1,779 43 3
Total 151,742 4,734 (0.035% )
1 265 (54.6%2)
Passenger diesel 1,016 1,265 kg 91 4 1
vehicle (P-DV) 1,266 1,515 kg 496 19 5
1,516 1,765 kg 8,040 236 27
1,766 2,015 kg 28,021 809 57
2,016 2,265 kg 18,159 477 22
2,266 kg + 188 7 1
Total 54,995 1,552 (0.061%1) 113 (21.4%2)
Passenger gasoline < 702 kg 1,179 48 4
vehicle (P-GV) 703 827 kg 10,626 380 20
828 1,015 kg 120,105 4,005 169
1,016 1,265 kg 346,834 10,968 481
1,266 1,515 kg 600,790 17,468 567
1,516 1,765 kg 281,517 8150 285
1,766 2,015 kg 51,055 1543 84
2,016 2,265 kg 18,398 526 24
2,266 kg + 3298 87 2
Total 143,3802 43,175 (0.108% )
1 1,636 (41.3%2)
Passenger 703 827 kg 66 4 1
(gasoline) hybrid 828 1,015 kg 379 12 1
vehicle (P-HV)
1,016 1,265 kg 2,455 86 3
Vehicle type Number of log data Number of users Number of vehicle

points types
1,266 1,515 kg 671 43 1
1,766 2,015 kg 1,447 51 1
2,016 2,265 kg 366 20 1
Total 5,384 216 (0.111%1) 8 (57.1%2)
Total 1,645,923 49,677 (0.089%1) 2,022 (40.5%2)
Table 1. Data size categories of the actual FC database. The vehicle weight class follows the Japanese
inertia weight classes for passenger vehicles. 1 Sampling rate relative to the number of vehicles owned
as of March 2005. 2 Sampling rate relative to the number of vehicle types included in the vehicle
specification database.
Although Equations 1 and 2 assume that users fill their tanks to the same (full) level at every
refuelling, there may be users who do not do so. The e-nenpi system recommends that
registered users fill up the vehicle tank, and a confirmation message to check whether they
have filled up the tank is shown when they input their fuel log through the mobile phone. The
second and subsequent log data entries were saved in the server only after a user had
confirmed filling up more than twice. In addition, some data were eliminated if they did not
satisfy criterion c; the average of fuel fill-up rate of the remaining log data was 76.8% (standard
deviation = 8.82%). Users should refuel before the tank was completely empty, indicating that
most of the user data included in the actual FC database were acquired as the users filled up at
petrol stations, so the fill level of the vehicles was expected to be almost the same every time.
4. Vehicle specifications and actual FC/FE

In the Japanese passenger vehicle market, 12 HV types had been launched as of March 2005;
8 were included in the actual FC database. It is assumed that the FC/FE performance of these
vehicles would vary with differences in the powertrain configuration (e.g., series hybrid,
parallel hybrid, or power-split hybrid) or degree of hybridisation (such as full hybrid,
power-assist hybrid, mild hybrid, or plug-in hybrid). However, because of the difficulties
involved in including all of these factors with a high level of statistical reliability, the
passenger HV types were combined in this study.
4.1. Japanese 10-15 mode and actual FE

Figure 5 depicts the relationship between the Japanese 10-15 mode FE and actual FE. FEv,actual
[km/L], the actual FE of vehicle type v, was calculated from Equation 3 (USEPA 2010), where
dv,i and fv,i are driving distance [km] and amount of fuel [L] at i th log data point of vehicle v.
FEv ,actual iv dv ,i / iv fv ,i (3)
Table 2 shows the results of a linear regression analysis and the 95% confidential interval (95
CI) described by Equation 4, where FEv,10-15 [km/L] is the 10-15 mode FE of vehicle v .
FEv ,actual a FEv ,10 15 (4)
If a plotted point was on the diagonal line shown in Figure 5, the actual FE of the vehicle
was exactly the same as 10-15 mode FE. As can be seen in the figure, the gap between 10-15
mode FE and actual FE increased as the 10-15 mode FE increased.
Figure 5. 10-15 mode FE and actual FE.
LP-GV P-DV P-GV P-HV

n 240 36 1,352 8
R 2 0.989 0.995 0.989 0.994
a 0.725 0.823 0.760 0.622
(95 CI) (0.7150.735) (0.8030.844) (0.7560.765) (0.5790.666)
t 144.3 82.6 346.1 34.0
Table 2. Estimates of parameters by Equation 4. t is the t statistics.
25 P-GVs had an actual FE that was higher than the corresponding 10-15 mode FE. (These
are above the line in Figure 5.) Figure 6 shows the achievement ratio of actual FE to 10-15
mode FE of domestically produced and imported P-GVs; 23 out of the 25 P-GVs with a ratio
of greater than 1 were imported vehicles. These results indicate that the achievement ratio of
actual FE to 10-15 mode FE may be higher for imported vehicles than for domestically
produced vehicles. The results of a two-tailed Welch test confirmed that the mean
achievement ratios of domestically produced passenger vehicles (x) were significantly lower
than those of imported passenger vehicles (y) (mean of x = 0.758, variance of x = 0.00445,
mean of y = 0.854, variance of y = 0.00810, T = 15.1, degree of freedom = 268; p < 0.05). One
possible explanation is that the drivetrains or transmissions of imported vehicles are not
optimised for Japanese road conditions and their 10-15 mode FEs tend to be lower than their
counterpart domestically produced P-GVs.
(a) 10-15 mode FE and actual FE (b) Achievement ratio of

actual FE to 10-15 mode FE
Figure 6. Comparison of domestically produced P-GVs and imported P-GVs.
4.2. Vehicle weight and actual FC

Weight-saving technologies in passenger vehicles will play an important role in improving
FC, along with improvements in engine and drivetrain efficiency. Figure 7 depicts the
relationship between vehicle weight and actual FC. Here, FCv,actual [L/100 km], the actual FC
of vehicle type v, is calculated by Equation 5.
FCv ,actual 100 iv fv ,i / iv dv ,i (5)
Two FC standards are shown in Figure 7: the Japanese 2010 standard for GVs and the 2005
standard for DVs. Points plotted above the two lines represent vehicles that do not achieve
the FC standards in the real world. Although most brand-new passenger vehicles were
announced to have achieved the FC standard by 2005, Figure 7 reveals that only some P-
DVs and all the P-HVs achieved the Japanese FC standard in the real world at that time.
Since FCv,actual can be thought to be proportional to vehicle weight w [kg], a linear regression
analysis was conducted by using Equation 6 (Table 3).
FCv ,actual b w c (6)
The analysis showed that it is difficult to explain the FC of LP-GVs and P-DVs only by
vehicle weight. Sales of brand-new LP-GVs, which are restricted in terms of vehicle size and
engine displacement, are rapidly expanding in Japan, and Japanese vehicle makers provide
a variety of vehicle types (e.g., hatchbacks and wagons) within the regulatory standard. To
compensate for the increase in vehicle weight incurred by equipment installed to meet
consumer needs or to satisfy safety standards, many LP-GVs use turbochargers. Including
only LP-GVs that were introduced to the market after 1998 (when the LP vehicle standards
were changed to meet new crash safety standards), the engine displacement of LP-GVs were
from 657 660 [cc] but their average vehicle weight was 842 [kg] with a wide variation from
550 and 1,060 kg. As a result, the FC differs owing to differences in running resistance
(attributed mainly to differences in vehicle shape), transmission type, drive system, and
turbocharging, which result in the low R2 value (0.471).
LP-GV P-DV P-GV P-HV

n 265 113 1,636 8
R2 0.471 0.336 0.700 0.925
b10 -3 c b10 -3 c b10-3 c b10-3 c
9.09 0.493 5.10 2.95 8.45 0.446 4.64 0.238
B
(7.92 (-0.445 (3.75 (0.433 (8.18 (0.0792 (3.32 (-1.57
(95 CI)
10.3) 1.43) 6.45) 5.47) 8.72) 0.812) 5.96) 2.04)
t 15.3 1.03 7.49 2.32 61.8 2.39 8.60 0.322
Table 3. Estimates of parameters by Equation 6. n is sample number, B is partial regression coefficient
and t is t statistics, respectively.
Of the 113 P-DVs plotted in Figure 7, 25 are 4WD, 92 have AT/CVT transmission, 108 are
turbocharged, and 11 have a direct injection engine. The vehicle weight range of 1,705
2,165 [kg] is small compared with that of P-GVs (7152,380 [kg]). The low R2 value (0.336)
for P-DVs indicate that it is difficult to explain actual FC only with vehicle weight, for the
actual FC of a vehicle varies by the combinations of various vehicle specifications.
4.3. Effect of vehicle technologies on actual FC of gasoline-fuelled passenger

vehicles
A multiple regression analysis was conducted to evaluate the effect of vehicle technologies
on the actual FC of gasoline-fuelled passenger vehicles (P-GVs and P-HVs). A P-GV with a
manual transmission and 2WD was set as the baseline. The regression equation can be
described as Equation 7:
FCv ,actual d0 d1w d2 DHV dd D AT / CVT

(7)
d4 DTC d5 D4 WD d6 DDI d7 DVVT
where w is vehicle weight [kg] and DHV, DAT/CVT, DTC, D4WD, DDI, and DVVT are the dummy
variables for P-HV, transmission (AT/CVT), turbocharging (TC), 4WD, direct injection (DI), and
variable valve timing (VVT), respectively. The parameter estimates are summarized in Table 4.
Figure 7. Vehicle weight and actual FC
Using the estimates shown in Table 4 and Equation 7, it is confirmed that the use of direct
injection and variable valve timing led to a decrease in actual FC, whereas the use of an
automatic transmission and turbocharging resulted in an increase in actual FC. Although
the partial regression coefficients of HV and 4WD are negative, adding hybrid technology
and 4WD to a baseline P-GV increased vehicle weight. Hence, to evaluate the effect of
hybridisation and 4WD, the balance between vehicle weight increase and the coefficients of
the dummy variables given in Table 4 should be considered.
Among the 8 HV models included in the actual FC database, 3 models also had equivalent
GVs within the same vehicle name, 3 had engines that were variants of the GV models, and
2 were dedicated HV models. Therefore, counterpart GV models could be defined for 6 of
the 8 HV models. Although the vehicle weight of HVs depends upon various vehicle
specifications, the weight increase of these 6 HVs from their counterpart GVs ranged from
40 to 195 [kg]. Equation 7 and Table 4 were then used to estimate a 0.3361.64 [L/100km]
increase in actual FC from hybridisation. Because the actual FC improvement effect
evaluated from the partial regression coefficient of HV prevailed in this estimate, however,
it is estimated that hybridisation contributed to an actual FC improvement (-4.44 to -3.14
[L/100km]) from the baseline P-GV.
Of the 1,615 samples analysed in this section, 370 had the same vehicle name and model
year for both 2WD and 4WD models (other specifications, such as transmission type,
turbocharging, and direct injection, were the same). The use of 4WD increased weight by
83.1 [kg] on average (standard deviation = 38.8 [kg]). The partial regression coefficients d1
and d5 shown in Table 4 indicate that a weight increase of 83.1 kg would result in an actual
FC increase of 0.329 [L/100km].
n 1,615
R2 0.799
d0 d110-3 d2 d3 d4 d5 d6 d7
0.487 8.39 -4.77 0.532 0.952 -0.368 -1.01 -1.02

B
(0.206 (8.16 (-5.71 (0.379 (0.777 (-0.520 (-1.41 (-1.18
(95 CI)
0.768) 8.63) -3.83) 0.685) 1.13) -0.217) -0.699) -0.869)
t 3.40 70.9 -9.98 6.83 10.6 -4.77 -5.81 -13.0
Table 4. Estimates of parameters by Equation 7. n is sample number, B is partial regression coefficient

and t is t statistics, respectively.
5. Annual differences in mean actual FC of gasoline-fuelled passenger

vehicles
Annual (fiscal year, FY) changes in vehicle weight and actual FC for gasoline-fuelled
passenger vehicles from FY 2001 to 2004 are analysed. Table 5 presents the descriptive
statistics of vehicle weight for gasoline-fuelled passenger vehicles (P-GVs and P-HVs) that
were used to conduct a one-factor analysis of variance. No significant difference was
observed for mean vehicle weight of P-HVs (F = 0.252, p = 0.859), but a significant difference
was found for P-GVs (F = 2.71, p = 0.044). Therefore, a post-hoc multiple comparison by
Sheffs test on vehicle weight of P-GVs was conducted, but no significant differences were
observed.
Similarly, the mean differences of actual FC are tested. As shown in Section 4.2, actual FC is
presented as proportional to vehicle weight; therefore, an analysis of covariance was carried
out to adjust for the effect of vehicle weight in actual FC. Mean actual FC of P-GVs
decreased significantly from FY2001 until FY2004 (F = 19.7, p = 0.000). Post-hoc multiple
comparisons with the Sidak adjustment showed that the mean actual FC values adjusted for
vehicle weight were significantly different, except between FY2003 and FY2004 (Table 6). No
significant differences were observed for P-HVs (F = 0.299, p = 0.826).
The results indicate that the actual FC of P-GVs included in the actual FC database steadily
improved, most likely as a result of an increase in the number of vehicles equipped with FC-
improving technologies and not because of weight reductions. The lack of significant
changes for P-HVs can be attributed to the fact that only small numbers of new-type P-HVs
had entered the Japanese passenger vehicle fleet at the time of the study and also to a lack of
drastic improvements in the P-HVs produced during this period.
P-GV P-HV
FY
n n
2001 970 1,330.92 268.04 5 1,196.00 415.73
2002 1,073 1,342.16 275.34 4 1,290.00 414.17
2003 1,091 1,353.79 272.29 7 1,378.57 410.15
2004 1,089 1,362.95 269.70 7 1,378.57 410.15
All 4,223 1,347.94 271.70 23 1,323.48 390.39
Table 5. Descriptive statistics of vehicle weight [kg]. n is the number of vehicle types, is the
population mean, and is standard deviation.
[L/100km] FY2002 FY2003 FY2004

FY2001 0.190* 0.403* 0.441*
FY2002 0.213* 0.251*
FY2003 0.038
Table 6. Results of post-hoc multiple comparisons using the Sidak adjustment for the mean actual FC
of P-GVs. The value in each cell shows the differential in the population mean r in rowwise group r
and c in columnwise group c. For example, FY2001 FY2002 = 0.190. Asterisk denotes significance at 5%
level.
6. Validity of actual FC obtained from the actual FC database

To check the validity of the actual FC values calculated from the database, two cases from
the database were compared with a third that was calculated from published statistics for
gasoline-fuelled passenger vehicles (P-GVs and P-HVs):
Case A: The actual FC of gasoline-fuelled passenger vehicles was estimated for each FY
directly from the database.
Case B: The actual FC of gasoline-fuelled passenger vehicles was estimated from the results
of the regression analysis between vehicle weight and actual FC (Table 7, Equation 6) and
the estimated number of vehicles owned, by vehicle weight (by 10 kg increments), for each
FY.
Case C: The actual FC of gasoline-fuelled passenger vehicles was estimated from national
statistics (MLIT, 20032005).
For Case B, the number of vehicles owned by vehicle weight was estimated from the vehicle
specification database and various published statistics (AIRIA1, 20032005; AIRIA2, 2003
2005; AIRIA3, 20032005). Figure 8 shows the ownership rate (OR) relative to the total
number of vehicles owned, by Japanese inertia weight class, for passenger vehicles from
FY2002 (March 2003) to FY2004 (March 2005). The sampling rate (SR) the number of
vehicles actually included in the estimates of Case A as a ratio of the total number of
vehicles owned is also shown in the figure. The vehicle weight distribution of the
database (SR) does not reflect the real-world distribution (OR); OR has a normal
distribution, whereas SR is higher for both light (< 702 [kg]) and heavy (1,766+ [kg]) vehicles.
Therefore, actual FC values compiled directly from the database in Case A might have been
biased as a result of the vehicle weight distribution.
Figure 8. Ownership rates of gasoline-fuelled passenger vehicles and sampling rates of vehicles
included in the database.
As described in Section 4, the mean actual FC adjusted by vehicle weight improved each
year in the study period. Therefore, Case B was designed to reflect improvements in actual
FC adjusted for the vehicle weight bias that might have been included in the database (Case
A). Because no significant improvement in actual FC was observed for P-HVs from FY2002
to FY2004, the results of the regression analysis shown in Table 3 were used for P-HVs; the
results from Table 7 were used for P-GVs.
Table 8 shows the estimates of actual FC of gasoline-fuelled passenger vehicles for the three
cases from FY2002 to FY2004. The actual FC steadily improved from FY2002 to FY2004 in
Cases A and C, but the actual FC did not improve from FY2003 and FY2004 in Case B,
similar to the results in the same time period shown in Table 6. Although there are small
differences in each FY, the estimates of actual FC of gasoline-fuelled passenger vehicles in
Cases A and B were within 4% of the Case C estimates in all instances. Therefore, the actual
FC values derived from the database appear to be compatible with the estimates from
published statistics.
FY2002 FY2003 FY2004

n 1,073 1,091 1,089
R 2 0.729 0.704 0.684
b10-3 c b10 -3 c b10 -3 c
0.338 0.377 0.408
B 8.57 8.38 8.33
(-0.0910 (0.0692 (0.0599
(95 CI) (8.25 8.88) (8.06 8.70) (7.99 8.67)
0.767) 0.822) 0.876)
t 53.7 1.55 50.9 1.66 48.5 1.71
Table 7. Estimates of parameters by Equation 4 for P-GVs for FY20022004. n is sample number, B is
partial regression coefficient and t is t statistics, respectively.
Case or comparison FY2002 FY2003 FY2004

Case A 11.81 11.62 11.59
Case B 11.36 11.23 11.24
(95CI) (11.24 11.48) (11.10 11.36) (11.11 11.37)
Case C 11.66 11.49 11.13
Case A / Case C 1.01 1.01 1.04
Case B / Case C 0.974 0.977 1.01
(95 CI) (0.964 0.984) (0.966 0.988) (0.998 1.02)
Table 8. Comparison of actual FC [L/100km] of gasoline-fuelled passenger vehicles for Cases AC.
7. Conclusion
In order to quantify the relationship between vehicle specifications and actual FC with
statistical reliability, an actual FC database was developed by using vehicle specification
data and voluntarily reported data collected from an internet-connected mobile phone
system throughout Japan. The database was used to conduct statistical analyses to evaluate
the effects of various vehicle specifications on the FC/FE of passenger vehicles. The actual
FC adjusted by vehicle weight was shown to have significantly improved from FY2001 to FY
2004. Moreover, estimates of the actual FC of gasoline-fuelled passenger vehicles obtained
from the database were consistent with estimates calculated from national statistics.
With the revision of the Energy-Saving Law in July 2007, Japan changed from using the 10-
15 mode to the JC08 mode (UNEP, 2012); the new 2015 FE standards for passenger vehicles
are based on the Top Runners Approach provided in the JC08 mode. Japanese vehicle
makers have already started to sell new passenger vehicles that have achieved the 2015 FE
standard, so the effects of equipping vehicles with various types of new and more fuel
efficient technologies may influence the actual FC of these vehicles as well. The authors
group plans to extend the data collection period presented in this paper and to update the
actual FC database to reflect state-of-the-art vehicle technologies in the real world.
Finally, the World Forum for Harmonization of Vehicle Regulations, which is a working
party (WP.29) of the United Nations Economic Commission for Europe, has decided to set
up an informal group under its Working Party on Pollution and Energy to develop a
worldwide harmonized light duty test cycle (the Worldwide Harmonized Light Duty
Vehicle Test Procedures, WLTP) by 2013. This cycle will represent typical driving conditions
around the world (UNECE, 2012). Because the actual FC/FE of vehicles might show different
trends if the WLTP is adopted and applied to meet new FC/FE standards, the movement
towards the endorsement of the WLTP could influence future studies as well.
Author details
Yuki Kudoh
Research Institute of Science for Safety and Sustainability,
National Institute of Advanced Industrial Science and Technology, Japan
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Factors Determing Ignition and Efficient

Additional information is available at the end of the chapter

2. Thermal and dynamic properties of gas fuels

Fuel Ignition temperature [C] Fuel Ignition temperature [C]

Type of gas Chemical Normalized Ignition limits in Ignition

3. Fuelling methods and ignition in gas diesel engines

where: mair - mass of air in the cylinder,

4. Ignition conditions of natural gas mixtures

Figure 4. Influence of ignition angle advance on the engine torque

5. Electric and thermal parameters of ignition

z 2.43 10 9 p 2 exp[41560 / ( R T )] (3)

div( grad ) 0 (7)

where r and z are the coordinates of the ionization volume.

where: U2 - secondary voltage [V],

Figure 7. Variation of electrical power from spark plug

6. Determination of thermal efficiency

After simplification this equation takes the form:

Measurement range (for 5V output) 35 kPa

Figure 9. Scheme of the direct measurement pressure in the caloric chamber

normal "thin" normal "thin"

Thermal Efficiency [%]

Figure 14. Thermal efficiency of five tested ignition systems

7. Determination of energy losses during ignition

Figure 16. Model of spark ignition

7.1. Radiation energy of ignition

where Ai - the surface of the plasma core amounts Ai d h .

7.2. Ionization energy

7.3. Heat transfer to electrodes

p 3,654 10 4 T 0,748 W / m K (43)

7.4. Kinetic energy

9. Energy balance during ignition

10. CFD simulation of ignition and combustion process of CNG mixtures

10.1. Propagation of ignition kernel

10.2. CNG ignition process in caloric chamber

10.3. Verification of ignition modelling

Figure 23. Increase of pressure in the chamber after ignition

10.4. Mixture motion and ignition

Fundamental Studies on the Chemical Changes

Yoshihito Yagyu, Hideo Nagata, Nobuya Hayashi, Hiroharu Kawasaki,

Additional information is available at the end of the chapter

phenomena/effects and are not mentioned. We focused on the measurement of reaction

2. Material and method

2.2. Reactor vessel and hydrocarbon compounds

2.3. Analysis of the mixture gas

Temperature of the vapourizing chamber of GC (gas chromatography) was set up from 30 to

Isooctane (2.2.4-trimethylpentane, C8H18) as elemental substances of petrol was mixed with

% reaction products at 1725 [cm ]

Figure 5. Generation rate of reaction products near 1725cm-1 of FTIR spectra

Figure 7. Typical retention time data of petrol without ozone.

Figure 8. Typical retention time data of petrol with ozone.

without Ozone with Ozone

without Ozone with Ozone

without Ozone with Ozone

5. Combustion properties of n-Octane by ozone

Gas Discharge Saturator Vessel Pipe Heater Gas cooler

Figure 10. A schematic diagram of flow reactor system.

Cathode electrode 0.4mm

Figure 11. A schematic diagram of a surface discharge chip in discharge reactor.