Sloan Auto Lab

8/3/2019 Sloan Auto Lab

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Sloan Automotive Laboratory

Massachusetts Institute of Technology

Cambridge, MA, USA


31-153

Massachusetts Institute of Technology77 Massachusetts Avenue

Cambridge, MA 02139-4307

Phone: (617) 253-4529

Fax: (617) 253-9453

http://engine.mit.edu December, 2004

I

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Massachusetts Institute of Technology

Cambridge, MA, USA

Founded 1929 by Professor C.F. Taylor, with a grant

from A. P. Sloan

Established as a major laboratory forautomotive

research

Extensive industrial and government funding

Research areas:

- Internal combustion engine

- Fundamental combustion studies

- Engine/fuel inter actions- Engine and fuels technology assessment

Objective: Contribute to future developments in automotive

technology through fundamental and applied

research on propulsion technology and fuels

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Faculty and Staff

Professor Wai K. Cheng, Associate DirectorCombustion, diagnostics, engine design

Professor William H. Green, Jr. (Chem. Eng.)Combustion chemistry, fuels

Professor John B. Heywood, Director

Engine combustion, performance and emissions; enginedesign

Professor James C. Keck (Emeritus)Combustion, thermodynamics, kinetics

Dr. Tian Tian

Analysis, lubrication, engine dynamics

Dr. Victor W. Wong, ManagerLubrication, engine design and operating characteristics

About 25 graduate students are involved in the researchprojects

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Facilities

12 Test Cells:

Single cylinder Spark-Ignition engines

Single cylinder HCCI engine with VVT Multi-cylinder Spark-Ignition engines

Heavy Duty Multi-cylinder Diesel engine

Optical-access engines with transparent

cylinders for combustion and lubricationmeasurements

Rapid compression machine

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Sloan Automotive Laboratory Facilities:

Special Equipment

LIF imaging systems

Fluorescence-based lubricant film diagnostic

High-speed digital video camera (1000 frames/s)

Particulate Spectrometer

Gas chromatograph

Fourier transform infrared analyzer

Laser Phase Doppleranemometer

Fast-response FID Hydrocarbon and NOx analyzers

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Current/Recent Research ProjectsI

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Engine and Fuels Research Consortium (DaimlerChrysler, Delphi, Ford,GM, Saudi Aramco)

Lubrication Consortium (Dana, Mahle, PSA, Renault, Volvo Truck)

Homogeneous-Charge-Compression-Ignition (HCCI) Engine (DOE)

Control-Auto-Ignition (CAI) Engine (Ford)

Plasmatron Enabled SI Engine Concepts (Ford, Arvin Meritor)

Engine starting strategies (DaimlerChrysler)

Robust Retarded Combustion (Nissan)

Clean Diesel Fuels (DOE)

Oil Aeration Study (Ford) Heavy Duty Natural Gas Engine Friction Reduction (DOE)

Heavy Duty Diesel Engine Wear Reduction (DOD)

High Speed Engine Lubrication (Ferrari)

Assessment of Future Powertrain, Vehicle, and Fuels Technology (V.

Kann Rasmussen Foundation, Energy Choices Consortium)


7/51

Industrial Consortium Operation

Multi-sponsor, multi-year program

Pre-competitive research agenda

Regular meetings (every 4 months) to set program

agendaand discuss research findings

Periodic visits to sponsor companies for discussionwith staff

Direct technology transfer through exchange ofpersonal and use of facilities and computer codes

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Engine and Fuels Research Consortium

Current Research Program Str ategies to reduce engine start up emissions

Fast catalyst light-off strategies

Fundamental study of particulate matters formation

Catalyst behavior: effects of sulfurand age oneffectiveness

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1982 - present

Current Focus: SI EnginesMembers:

DaimlerChrysler Corp.,Delphi Corp., Ford Motor Co.,

General Motors Corp., Saudi Aramco


9/51

Industrial Consortium on Lubrication in IC Engines

Current Research Program Characterization of lubricant behavior between piston

and linerand its impacts on engine wear, friction and

lubricant requirements

Quantitative 2D LIF visualization of oil film

dynamics in the piston/liner interface

Modeling of oil transport/consumption and ring

friction

Application to ring designs (geometry and tension)

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1989 - present

Current Focus: Piston/liner tribologyMembers:

Dana Corp., Mahle Corp., Peugeot SA, Renault, Volvo Truck


10/51

Research High Lights


11/51

Drivers for Emissions Research

1975 1980 1985 1990 1995 2000 2005 2010

0.01

0.1

11977

1975

19811994 US

1994 TLEV

1997 TLEV

1997-2003 ULEV

2004 SULEV2

NMOG(g

/mile)

Starting year of implementation

1975 1980 1985 1990 1995 2000 2005 2010

0.01

0.1

11977

1975

19811994 US

1994 TLEV

1997 TLEV

1997-2003 ULEV

2004 SULEV2

NMOG(g

/mile)


1975 1980 1985 1990 1995 2000 2005 20100.01

0.1

1

1975

1977

19811994 TLEV

1997-2003 ULEV

2004 SULEV2

NOx(g/m

ile)


1975 1980 1985 1990 1995 2000 2005 20100.01

0.1

1

1975

1977

19811994 TLEV

1997-2003 ULEV

2004 SULEV2

NOx(g/m

ile)


Least square fit:

Factor of 10 reduction in both HC and NOx

every 15 years


12/51

Engine start

up behavior

2.4 L, 4-cylinder

engine

Engine startswith Cyl#2

piston in mid

stroke of

compression

Firing order

1-3-4-2

First fuel pulse

~90 mg/cylinder

First firing:

Cyl#2

Integrated HC emissions:

1st peak

16 mg Total: 71 mg (SULEV:

FTP total is < 110 mg)

2nd peak

55 mg


13/51

First cycle in-cylinderJ results (SAE 2002-01-2805)

Lean Limit of consistent firing

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

0 50 100 150 200 250 300 350

Injected Fuel Mass (mg)

FirstC

ycleIn-cylinder

J

R300 ( 40C, MAP 0.92 bar )

R600 ( 40C, MAP 0.8 bar )

R900 ( 40C, MAP 0.7 bar )

R300 ( 60C, MAP 0.92 bar )

R600 ( 60C, MAP 0.8 bar )

R900 ( 60C, MAP 0.7 bar )

R300 ( 80C, MAP 0.92 bar )

R600 ( 80C, MAP 0.8 bar )

R900 ( 80C, MAP 0.7bar )

R200 ( 20C, Zetec Engine )


RPM Tcoolant

80C

60C

40C

20C

0C


14/51

First cycle fuel delivery efficiency results (SAE 2002-01-2805)

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

0 50 100 150 200 250 300

Injected Fuel Mass(mg)

DeliveryEfficiencyIf

RPM

Tcoolant

0C

20C

40C

60C

80C

R300 ( 40C, MAP 0.92 bar )

R600 ( 40C, MAP 0.8 bar )

R900 ( 40C, MAP 0.7 bar )

R300 ( 60C, MAP 0.92 bar )

R600 ( 60C, MAP 0.8 bar )

R900 ( 60C, MAP 0.7 bar )

R300 ( 80C, MAP 0.92 bar )

R600 ( 80C, MAP 0.8 bar )

R900 ( 80C, MAP 0.7bar )




15/51

Effect of delaying IVO on 1st cycle fuel delivery(SAE 2004-01-1852)

0.5

0.6

0.7

0.8

0.9

1.0

1.1

1.2

-20 -10 0 10 20

Intake Valve Opening (CAD from TDC Exhaust)

Fuelequivalen

ceRatio(*)

132.9 mg 199.3 mg 265.7 mgInjected mass:

PISTON

DISPLACES

MORE LEAN

CHARGE AS

IVC DELAYED

INTAKE

FLOW

PISTON

LEAN

RICH

INCOMING

MIXTURE

INCREASINGLY

LEAN AS PISTON

DRAWS IN

CHARGE

PISTON

DISPLACES

MORE LEAN

CHARGE AS

IVC DELAYED

INTAKE

FLOW

PISTON

LEAN

RICH

PISTONPISTON

LEAN

RICH

INCOMING

MIXTURE

INCREASINGLY

LEAN AS PISTON

DRAWS IN

CHARGE

0 500 1000 1500 20000

5

10

15

20

25

30

35

PressureIn-cylinder HC

value for*

calculation

HC

Crank angle

Pressure(bar)

orHCmolefraction(%)


16/51

Exhaust port/runner oxidation

with retard spark timing

Cylinder Exit [Quenching]

Port Exit [FFID: 7-cm from EVRunner [FFID: 37-cm from EV

Exhaust Tank 120-cm from EV

-150150

10

20

30

40

50

60

HCEmissions(g-HC/kg-fuel)

Spark Timing ( BTDC)

3.0 bar n-imep, 1500 RPM, P =1.0, 20C


17/51

Secondary air injection

Ref value: at

condition of

15o

BTDC sparkand P = 1

0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.00.2

0.4

0.6

0.8

1.0

1.2

1.4

Sp =0 BTDC

Sp =15 BTDC

P= 0.85

P=

1.0P= 1.1

3.0 bar NIMEP, 1500 RPM, 20 C

Sp = -15BTDC

Pexhaust = 0.85

PExhaust=1.4

HC/H

Cref

value.fRe

)hm( catalysts


18/51

0.2

0.4

0.6

0.8

1

NO

/NOinlet

4K miles aged

50K miles aged

150K miles aged

0

0

0.2

0.4

0.6

0.8

1

CO/COinlet 4K miles aged

50K miles aged

150K miles aged

0

0.2

0.4

0.6

0.8

1

0 0.2 0.4 0.6 0.8 1

Fraction of cumulative catalyst volume

HC/HC

inle

t4K miles aged

50K miles aged

150K miles aged

0.2

0.4

0.6

0.8

1

NO

/NOinlet

4K miles aged

50K miles aged

150K miles aged

0

0.2

0.4

0.6

0.8

1

NO

/NOinlet

4K miles aged

50K miles aged

150K miles aged

0

0

0.2

0.4

0.6

0.8

1


50K miles aged

150K miles aged

0

0.2

0.4

0.6

0.8

1


50K miles aged

150K miles aged

0

0.2

0.4

0.6

0.8

1

0

0.2

0.4

0.6

0.8

1

0 0.2 0.4 0.6 0.8 1

Fraction of cumulative catalyst volume

HC/HC

inle

t4K miles aged

50K miles aged

150K miles aged

4K miles aged

50K miles aged

150K miles aged

7 ppm fuel S

1600 rpm0.5 bar PintakeSpace vel.

- 4.4x104/hr

P modulation

- 2 Hz

- (P= 0.025

Catalyst

performance

(SAE 2003-01-1874)


19/51

0

250

500

0

250

500

0

25

50

0

25

50

0

25

50

0

25

50

0 2 4 6 8 100

25

50

Time (s)

NO(

ppm)

Time-resolved NO profiles along catalyst (SAE 2003-01-1874)

Aged 4k-miles; 4.4x104/hr space vel.; l modulation: 1Hz, (P= 0.03

0% cumulative

catalyst vol.

17%

33%

50%

67%

82%

100%


20/51

0 100 200 300 400 5000.6

0.8

1

Normaliz

edO2

Storage

Fuel sulfur (ppm)

Slope:

10% decreasein O2 storage

capacity with

every 150 ppm

increase in

fuel S

Fuel Sulfur Effect on Oxygen Storage Capacity:

Age effect and fuel S effect are separable

10 100

1

2

Catalyst age (k-miles)

7ppmS33ppmS266ppmS500ppmS

Power law: O2 storagew age- 0.84

O2

storage

capacity(g)


21/51

Plasmatron Fuel ReformerDeveloped at the MIT Plasma Science and Fusion Center

25%H2

49%N2

26%CO

Mole FractionSpecies

Products of the IdealReaction

Ideal Partial Oxidation Reaction:

Air 2

Air 3 Fuel

Fuel Air 1

1

2

3

4

Plasmatron

1stStage

Reactor

2ndStage

Reactor

Nozzle

Section

Flow Direction

2222

773.322

773.32

Nn

Hm

nCONOn

HC plasmatronmn p


22/51

Effect of Plasmatron gas on lean operation(1500 rpm, 3.5 bar NIMEP, SAE2003-01-0630)

27%

28%

29%

30%

31%

32%

33%

1 1.2 1.4 1.6 1.8 2 2.2

Lambda

OverallNet

Indicated

Efficiency(%)

Synth. Plas. gas = 10%



Indolene Only

10

100

1000

10000

1 1.2 1.4 1.6 1.8 2 2.2

Lambda

NOx(PP

M)

H2 Add = 10% Equiv

H2 Add = 20% Equiv

H2 Add = 30% Equiv




Indolene Only

(Assume ideal

Plasmatron

efficiency of 86%)


23/51

ONR Decrease with Plasmatron Reformate(1500 rpm, 8.5 bar NIMEP, MBT spark timing; SAE 2004-01-0975)

50

60

70

80

90

100

1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Lambda

ONofPRFintoE

ngine

atAudibleKn

ock

PRF, 0% Plas Fraction

15% Plas Fraction

30% Plas Fraction


24/51

VVT

Engine

for HCCI

operation

Geometric

compression

ratio = 8 to16

Spacer to change geometric compression ratio


25/51

Mode Transition Considerations: Drive Cycle

-2

-1

0

1

2

3

4

5

6

7

8

9

0 500 1000 1500 2000 2500 3000 3500

RPM

Bmep(bar)

SAE 2002-01-0420

-2

-1

0

1

2

3

4

5

6

7

8

9

0 500 1000 1500 2000 2500 3000 3500

RPM

Bmep(bar)

SAE 2002-01-0420


26/51

Details of mode transition

-1

4

9

14

19

24

440 450 460 470 480 490 500 510Time (s)

Gear,Bmep(bar),RP

0

5

10

15

20

25

30

35

40

Vehiclespeed(mph

Gear

bmep(bar)

RPM/100

Av_Velocity

a

b

c

e

d

f

h

gp

0nmlki

u

t

s

r

q

v

h2

0

10

2030

40

50

60

0 200 400 600 800 1000 1200 1400

Ge

ar,Bmep(bar),

RPM/100

Time (s)

AverageVehicleSpeed(m

ph)

Time (s)

MPH

-1

4

9

14

19

24

440 450 460 470 480 490 500 510Time (s)

Gear,Bmep(bar),RP

0

5

10

15

20

25

30

35

40

Vehiclespeed(mph

Gear

bmep(bar)

RPM/100

Av_Velocity

a

b

c

e

d

f

h

gp

0nmlki

u

t

s

r

q

v

h2

0

10

2030

40

50

60

0 200 400 600 800 1000 1200 1400

Ge

ar,Bmep(bar),

RPM/100

Time (s)

AverageVehicleSpeed(m

ph)

Time (s)

MPH


27/51

Details of transition

-2

-1

0

1

2

3

4

5

6

7

8

0 500 1000 1500 2000 2500

Speed (rpm)

Bmep(b

ar)

a

q p

o

n

m

l

k

j

i

h

g

f

e

d

c

b

vu

t

s r

-2

-1

0

1

2

3

4

5

6

7

8

0 500 1000 1500 2000 2500

Speed (rpm)

Bmep(b

ar)

a

q p

o

n

m

l

k

j

i

g

fc

vu

t

s r

h2

HCCI region


28/51

A non-robust SI-HCCI transition

(1500 rpm, 15oBTDC spark)

1st HCCI cycle

SI assisted

cycles

SI HCCI

IVO 20 80 atdc-i

IVC 210 185 atdc-i

EVO 495 495 atdc-i

EVC 700 650 atdc-i

All subsequent

cycles were HCCIcombustion

IV lift EV lift

0 1000 2000 3000 4000 5000

Crank angle (deg.)

0

20

40

60

80

Pressure(bar)


29/51

A Knocking transition

0

1 0

2 0

3 0

4 0

5 0

6 0

0

1 0

2 0

3 0

4 0

5 0

6 0

0

1 0

2 0

3 0

4 0

5 0

6 0

Pressure(ba

r)

Pressure(bar)

Pressure(bar)

6 0 6 1 6 2 6 3 6 4 6 5 6 6-1 0

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

Cycle

Pre

ssure(bar)

0

1 0

2 0

3 0

4 0

5 0

6 0

0

1 0

2 0

3 0

4 0

5 0

6 0

0

1 0

2 0

3 0

4 0

5 0

6 0

Pressure(ba

r)

Pressure(bar)

Pressure(bar)

6 0 6 1 6 2 6 3 6 4 6 5 6 6-1 0

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

Cycle

Pre

ssure(bar)

6 0 6 1 6 2 6 3 6 4 6 5 6 6-1 0

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

Cycle

Pre

ssure(bar)


30/51

A Robust SI-HCCI Transition

(1500 rpm, 15oBTDC spark)

1st HCCI cycle

IV lift EV lift

0

20

40

60

80

Pressure(b

ar)

0 1000 2000 3000 4000 5000

Crank angle (deg.)

All subsequent cycles

in HCCI combustion

SI HCCI

IVO 20 95 atdc-i

IVC 210 10 atdc-i

EVO 495 495 atdc-i

EVC 700 630 atdc-i


31/51

First HCCI cycle and 10 following ones

175 180 185 190 195 200 205 210

20

25

30

35

40

45

50

55

Crank angle (deg)

pressure(bar)

2nd

3rd

4th

5th

6th

7th

8th

9th

10th

11th

1st

HCCI

cycle


32/51

100 cycles after first HCCI cycle

160 170 180 190 200 210 220

20

25

30

35

40

45

50

55

Crank angle (deg)

pressure(ba

r)1st

HCCIcycle

2nd

3rd


33/51

Controlling transition using valve timing

56 58 60 62 64 66 68 700

1

2

3

4

5

6

7

IMEP(bar

)

Cycle number

SIcycles

with

late

IVC

and

late

EVC Last SI cycle(59); early EVC

First HCCI cycle(60); early IVC

GIMEP

NIMEP

Valve timing(o atdc exhaust)

Cycle IVC EVO EVC IVO

58 278 492 731 26

59 278 495 658 30

60 236 496 641 54

61 215 494 639 7562, 219 493 644 78


34/51

Relationship between IMEP and CA-50

IMEP(ba

r)

Pumping

Net

Gross

0

0 .5

1

1 .5

2

2 .5

3

3 .5

4

4 .5

5

IMEP(ba

r)

Pumping

Net

Gross

Pumping

Net

Gross

Pumping

Net

Gross

10 12 1614 10 2420 22 26 28

CA-50 location (o

after TDC compression)

IMEP(ba

r)

Pumping

Net

Gross

0

0 .5

1

1 .5

2

2 .5

3

3 .5

4

4 .5

5

0

0 .5

1

1 .5

2

2 .5

3

3 .5

4

4 .5

5

IMEP(ba

r)

Pumping

Net

Gross

Pumping

Net

Gross

Pumping

Net

Gross

10 12 1614 10 2420 22 26 2810 12 1614 10 2420 22 26 28

CA-50 location (o

after TDC compression)


35/51


36/51

SI/HCCI/SI Transitions

Start with SI mode

Transition into CAI modein cycle#60

Transition back to SI modein cycle#136

Transition into CAI modein cycle#177

Cycle#

Nim

ep(bar)

SI HCCI SI HCCI

Cycle#

Nim

ep(bar)

SI HCCI SI HCCI


37/51

Open loop control: Modulation period at 30 cycles

0 50 100 150 200 250 300-1

0

1

2

3

4

5

6

Cycle no.

IMEP(bar),f

uelmasspercycle(mg)

GIMEP

NIMEP

PMEP

Fuel mass x 10

1500 rpm; modulation period of 30 cycles=2.4 sec


38/51

Open loop control: Modulation period at 14 cycles

1500 rpm; modulation period of 14 cycles=1.12 sec

0 50 100 150 200 250 300-1

0

1

2

3

4

5

6

Cycle no.

IMEP(bar),f

uelmasspercycle(mg)

GIMEP

NIMEPFuel mass x 10

PMEP


39/51

Open-loop step response

0 50 100 150 200 250

0

2

4

0 50 100 150 200 250

0.8

1

1.2

1.4

1.6

0 50 100 150 200 250

0

50

100

NIMEP(bar)

Valvetiming

(oABDC)

IVC

EVC

Fuelmass(m

g),

*

*

Fuel massx0.1

Cycle number


40/51

Closed-loop load controller

Rate

limiter

Z-2I Z-2I

Engine

Integrator

+ -

Look-

up-table

K

i+1th

cycle target

ri+1 u f,i u i

(ui

y i -1

y i+1

ri-1

w i

e i


41/51

Open-loop behavior

2

2.5

3

3.5

4

4.5

0 100 200 300 400 500 600 700 800 900 1000

Engine Cycle

NIMEP(bar)

0.9

1

1.1

1.2

1.3*

T

*

NIMEP

RPM

100

110

120

130

T(oC)

13001400

1500

1600

1700RPM


42/51

Closed-loop behavior

2

2.5

3

3.5

4

4.5

0 100 200 300 400 500 600 700 800 900 1000

Engine Cycle

0.9

1

1.1

1.2

1.3NIMEP(bar)

*

T

*

NIMEP

RPM

100

110

120

130

T(oC)

13001400

1500

1600

1700

RPM


43/51

LIF Oil Distribution Image

crown land skirt

Fluorescence intensity profile

Ring Pack Geometry

20 mm

7mm

No load (1 N.m) - Coolant 50 C - Oil 50 C

Expansion stroke


44/51

Compression stroke

Top Ring Up-Scraping Effect (1)

1700 rpm - No load (1 N.m), Coolant 50 C - Oil 50 C

Late compression stroke

Ring Twist

+Piston Tilt

Anti-Thrust

Side


45/51

Transport on the land: INERTIA

Early Upward Stroke

Exhaust & CompressionStroke

INERTIA

1200 rpm- No load (1N.m) - Coolant 50 C - Oil 50 C

Exhaust stroke

Compression stroke

INERTIA

T t th l d i


46/51

Transport on the land in

CIRCUMFERENTIAL DIRECTION1200 rpm- No load (1N.m) - Coolant 50 C - Oil 50 C

Compressionstroke

t = 0 s

t = 1 s

(10 cycles)

t = 2 s

(20 cycles)

3 mm

6 mm

Circumferential Oil Flow


47/51

Oil Transport through the Ring Gaps and Mist generation

Top

Ring

Scrape

r

Ring

Liquid oilBreak up into mist by high velocity

gas flow (liquid entrainment)

2

oilgas2h~

.h

.3!

oil

gas

gasoilQQ

Q

Q

Oil dragged from the piston may be entrained

into mist. Oil mist is carried by gas flow going

to crankcase or back to the combustion

Chamber.

PCV

B. Thirouard

Width of

the gas flow

Ring

Ring

Land 1

Land 2


48/51

PISTON SECONDARY

MOTION

RING - LINER

LUBRICATION

GAS FLOW

and

RING DYNAMICS

OIL TRANSPORT

and

OIL CONSUMPTION

Ring Pack simulation code structure

Ring/Groove Interface

Gas Flows


49/51

[1] [2]

oil

pgas

area in direct asperity contact

oil

RING

GROOVE

Ring/Groove Interface

asperity contact

oil squeezing

Dynamics of the Rings

Major Elements

of the ExistingRing Pack Models

Mixed Lubrication

Three Lubrication Modes

Outlet conditions

Flow continuity

Ring/Liner Interface

Forces and pressures

from the Expander/Spacer

Rail/Expander Interaction

CG

Gas Flows

Through groove

Through bore

Through gaps

Through waviness


50/51

FundamentalModels

RINGPACK-OC

FRICTION-OFT

TLOCR

TPOCR

PISTON2nd

IndividualOil

TransportProcessesandmodels Ring/Liner

ScrapingRedistribution

Ring/groove

Pumping out

Gas flow dragging

Piston lands

Gas flow driven

Inertia driven

Vaporization

On liner

On piston

Gap

Gap position

Mist

Zone Analysis

Oil Consumption Analysis Package


51/51

0 % 100 % Load

4200 rpm; 0 % - WOT

0

100

200

300

400

500

600

700

800

900

1000

40 80 120 160 200 240Time [s]

OilCons.

[Qg/cyc]

0

20

40

60

Blow-By[l/min]

,

AirFlow[l/s]

Oil Cons.Blow-By

Air flow

0

10

20

-360 -300 -240 -180 -120 -60 0 60 120 180 240 300 360CA [degrees]

Pressure

[bar]

Pres. 1

Pres. 2

Cylinder

2nd Land [pred.]

3rd Land [pred.]

Transient oil consumption and Mechanism

Measurements from theProduction Engine

Modeling

Research highlights: Integration of modeling and the Experiments on production and single-cylinder engines

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

0 180 360CA [degrees]

NormalizedLift[1=topposition]

Top Ring

2nd Ring

Documents

Sloan Auto Lab