SAE TECHNICAL PAPER SERIES

2002-01-0378

Model-Based Sequential Turbocharging Optimization for Series 8000 M70/M90 Engines

J. M. Kech and H. Klotz
MTU Friedrichshafen GmbH

Reprinted From: Modeling of SI Engines and Multi-Dimensional Engine Modeling (SP1702)

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2002-01-0378

Model-Based Sequential Turbocharging Optimization for Series 8000 M70/M90 Engines

J. M. Kech and H. Klotz
Copyright 2002 Society of Automotive Engineers, Inc.

MTU Friedrichshafen GmbH

ABSTRACT
The 20-cylinder MTU Series 8000 engine is distinguished in particular by a common rail fuel injection system, an electronic engine management system and a sequential turbocharging system. A gasdynamic model has been developed for this engine that facilitates simulation of both stationary operation modes and transient propulsion maneuvers. This analytical tool was employed extensively during the engine development phase in order to identify the complex interaction between the thermodynamic systems and to define the design peripheral conditions as well as for parameter optimization. The model was verified on the basis of experimental investigations. Using this basis, parameter variations and design concepts were modeled and their influences on the torque development, speed curve and engine-internal combustion sequences were discussed.

20V 8000 M70/M90 The 20V Series BR 8000 engine has been in series production since summer 2001 for commercial vessel and naval ship applications. This 20-cylinder version has a maximum power rating of 9,000 kW and is, therefore, the most powerful engine on offer from MTU. The fast vessel market segment places high demands on the engine employed. In particular engine power, fuel consumption, exhaust and acoustic emissions, as well as, weight and service life are focal points of such demands. Key technologies employed in reaching the objectives defined above include common rail fuel injection, electronic engine management and exhaust turbocharging.

INTRODUCTION
DEVELOPMENT PHILOSOPHY The efficient development of a high-performance, supercharged, compact diesel engine demands the employment of analytical methods in order to be able to achieve cost targets and to comply with specified schedules. As early as the conception phase, as well as in the subsequent design phase, analytical investigations were employed in order to verify the functions of the individual systems and their interaction with each other. Modular calculation models were developed for such disciplines as structural mechanics, thermodynamics and aerodynamics, in some cases these were employed, on an inter-disciplinary basis, for the analysis of complex interactive systems. The results provide competent aids for the optimization of design parameters. This development system was employed intensively during the development of the new MTU Series 8000 engine and continues to provide the guidelines employed for optimization of the engine in order to comply with the customer-specified application profile.

Fig. 1: Fast Commercial Vessel

The power requirement for a 4-engine propulsion system, as used in fast commercial vessels, is currently between 30 and 40 MW. Systems requiring even more power are realized by the use of a combination of these diesel engines with gas turbines. In addition to the rated power, marine applications demand the widest possible engine performance map that provides adequate reserves for acceleration and transient load response and, at the same time, permits the modification of ship'sside parameters. In the case of diesel engines with prolonged periods of operation, fuel consumption constitutes an important element of the life-cycle costs. A

major development objective was, therefore, reduction of fuel consumption to a minimum whilst maintaining compliance with IMO emissions regulations. DESIGN IMPLEMENTATION The development objectives defined above were achieved by consistent implementation of MTU-specific technologies such have already been successfully employed in the Series 2000 and 4000 engines. Thermodynamically the engine is distinguished by a common rail fuel injection system with accumulators located adjacent to the injectors and the possibility of sequential turbocharging. Utilization of a maximum combustion pressure of 220 +10 bar allowed a fuel consumption of 195 g kWh to be achieved for fast commercial vessel applications under observance of the IMO-Exhaust emission regulations [1]. The major design data and engine operational parameters are summarized in Table 1. Table 1: 20V 8000 M70, Engine and Operational Data Commercial Fast Geometry Application Vessel Bore mm 265 265 Stroke mm 315 315 V-angle 48 48 Fuel injection system Common-Rail Supercharging 4xMTU ZR265 T/charger Rated Power Point Rated speed Rated power max. MEP Fuel consumption Mean piston speed Boost pressure ratio RPM kW bar g/kWh m/s 1,150 8,200 26.2 195 12.1 3.8 1,150 9,000 28.2 199 12.1 4.1

freely selectable injection pressures and freely programmable injection timing over the complete performance map, thus providing optimum peripheral conditions for combustion, the sequential charging system with its freely selectable charger cut-in/out points constitutes an ideal supplementary system to ensure optimum matching of the fuel conversion to every operational point or mode. Sequential turbocharging is a supercharging technology that has proven extremely successful in MTU engine series that operate, with high effective mean piston pressures, at the rated power point and along the DBR (DBR = speed-sensitive torque limitation) curve. The sequential activation of individual turbochargers ensures high supercharging system efficiency, also in the partialload range, and thus the realization of higher charge-air pressures. This results in a wide performance map and, due to the relatively small turbochargers, extremely good dynamic engine behavior in the transient engine operation mode. SEQUENTIAL TURBOCHARGING 20V8000 M70/M90 The 20V turbocharging system incorporates four turbochargers, two of which are basic chargers and are active over the complete performance range. Two additional turbochargers are activated as a function of engine speed. The turbochargers, of identical design, incorporate a non-vaned turbine spiral and a non-vaned compressor diffuser; this allows realization of a relatively wide compressor performance map. A supercharging system efficiency of > 65% is thus available over almost the complete engine performance range [2, 3]. The engine electronic management system matches the number of turbochargers exposed to the exhaust gas flow to the engine power demand. During engine acceleration, the first trip point is at 750 RPM, a third turbocharger is cut-in at this speed. The second trip point is at 950 RPM. As engine speed decreases, the third and fourth turbochargers are cutout in the same manner. Turbocharger activation/deactivation is realized by means of exhaust flaps before the turbine inlet and air flaps before the compressor inlet of the associated turbocharger. The exhaust flap is positively activated at the trip point, thus allowing some of the exhaust gas to escape, via the turbine wheel of the active turbocharger, during the cut-in process. Power is thus transferred to the turbine so that the rotor group of the turbocharger is accelerated. As a result of the increasing turbocharger speed, the compressor creates a partial vacuum between the air flap and the compressor inlet. When this partial vacuum exceeds a predetermined level, the air flap opens independently so that the compressor commences to supply air. Due to the position of the air flap before compressor, the compressor is subjected to air pressure before the trip point. Supply commences as soon as the compressor has reduced the air pressure at the inlet to below atmospheric pressure. The air flap thus opens a predetermined delay period after the exhaust flap is activated.

Fig. 2: 20V 8000 M70 engine

SUPERCHARGING
SEQUENTIAL TURBOCHARGING In addition to combustion calibration, the supercharging system is the system that contributes most to achievement of a specified performance in that it makes the necessary combustion air available. For combustion calibration, the cylinder-internal flow patterns, combustion chamber geometry and common rail technology are coupled to each other. As the common rail injection system permits

C-

C-B1

B10

B9

B8

B7

B6

B5

B4

B3

B2

B1 T T

CAC M

CAC

Exhaust flap T

Exhaust gas diffusor T

A10

A9

A8

A7

A6

A5

A4

A3

A2

A1 Carrier housing

C-A2

C-A1

Air C: Compressor CAC: Exhaust gas T: Turbine

Charge-air cooler MDEC: MTU Diesel Engine Control

Air flap

Fig. 3: Air and exhaust systems, diagram During turbocharger cut-out, the exhaust flap is again positively activated so that no further exhaust energy can be transferred to the turbine: As a result, the turbocharger speed drops and the pressure level at the compressor wheel increases in accordance with the reduced compressor performance. When the pressure after flap exceeds atmospheric pressure, the air flap is moved into its original position due to the force relationship. Fig. 3 is a diagram of the air and exhaust systems of the 20V 8000 engine. A basic and a sequential turbocharger are assigned to each engine bank. Each turbocharger forces charge air into a charge air cooler. From the charge air cooler the air is routed, via the connection box and air manifolds, to the individual cylinders. The exhaust gas from each cylinder bank is collected in a constant-pressure manifold and discharged via the associated turbine. In order to compensate the asymmetric in 3-charger mode the charge air and exhaust manifolds are connected to each other. TURBOCHARGING OPTIMIZATION - Within the framework of the investigations described in this paper, the supercharging concept realized will be analyzed, in particular with regard to the dynamic behavior of the engine. For the optimization of typical propulsion maneuvers, such as the acceleration of a vessel, or the emergence of a water jet the system parameters were varied and their influence evaluated.

ENGINE MODEL
THERMODYNAMIC/GASDYNAMIC ENGINE MODEL The analysis of transient engine behavior requires an engine, or plant, model the scope of which must be selected in accordance with the focal points of the analysis. Phenomenological engine models that reflect the engine behavior on the basis of engine, or component performance maps are available for the composition of general statements and initial estimation the scope of the physical model remains restricted. The basis of these models is provided by the MATLAB/SIMULINK program package that, due to a mathematical description method, allows the description of any desired physical systems. The model is not, therefore, restricted to the thermodynamics of the engine but can, for instance, be supplemented by any desired governor structures for the engine electronics. This procedure is extensively described in the applicable literature and represents a widely used tool for instance for the imitation of test cycles such as those specified by the current exhaust gas emissions legislation [4].

Fig. 4: GT-Power Model of the 20V8000 M70 engine For the resolution of detailed questions, models based on the actual physical aspects must be employed. For this purpose, the flow data for all gas-carrying components of the engine is used to create a onedimension model using the conservation equations for mass, momentum and energy thus allowing description of the important flow mechanical and gasdynamic effects. Fig. 4 shows such a GT-Power [5] model for the 20V 8000 M70 engine. In this case, all relevant gascarrying components have been taken into consideration. In particular, the pipework system before and after compressor and also on the exhaust side, comprised of individual pipes and pipe branches, was reconstructed. A performance map represents the compressor. Description of the turbine is effected via an MTU-specific sub-program that analytically determines the thermodynamics at the turbine for every point of the calculation. For the analysis of a stationary point, the engine-internal combustion process can be recreated on the basis of a measured combustion sequence, or it can be simulated on the basis of a calculated fuel injection progression using a phenomenological combustion model [5, 6]. Inlet and exhaust valves are represented by flow coefficients as functions of the specified valve lift. For stationary operating points, the resultant engine model can be matched to experimentally acquired data so that a basis is provided for the evaluation of design modifications at an early stage of the development phase. The following engine operational parameters are employed to create a balanced engine model: Engine power Engine speed Mean effective pressure Consumption Charge air pressure Air relationship Temperature before turbine Turbocharger speed Maximum combustion pressure These parameters can be repeated in the above engine model within a tolerance of < 1%. ENGINE GOVERNOR For the description of transient propulsion conditions, the model must be supplemented by additional sub-systems. In this respect, particular mention must be made of the engine governor: the flowcontrol flaps and the water jet drive. The engine governor, as used for the phenomenological simulation in MATLAB/SIMULINK, can be directly

coupled to the GT Power Model. An additional possibility exists in that the important governor structures from MATLAB/SIMULINK are assumed in the GT-Power model. The heart of the governor model is the speed governor that is represented as the PID element. In the present case, further limitation functions of the mass of fuel to be injected are taken into consideration in addition to the actual speed regulation. Firstly, the fuel mass is limited as a function of the engine speed, secondly, in transient operation additional fuel injection limitation occurs as a function of the charge air pressure. This is necessary as the turbocharger speed and, therefore, the charge air pressure is only coupled to the engine via the thermodynamics. Due to sequential turbocharging, the limitation curves are stepped as a function of the number of active turbocharger. As with an actual ship's control system, the speed input is defined as a speed ramp and integrated into the governor model as a characteristics curve in relation to time. FLOW-CONTROL FLAP The air and exhaust flap models are in the form of restrictor flaps located before compressor and turbine of the associated sequencing turbochargers. Taking into consideration the flap kinematics, the angle of the pneumatically-actuated exhaust flap at the trip point is determined by the governor structure so that it is closed via the flow coefficient. The air flap position is determined by balancing the gas forces applied to the flap. COMBUSTION PROGRESSION A transient propulsion maneuver produces continuously changing peripheral conditions for the in-cylinder combustion, these directly influence the combustion progression. This fact can be compensated by two different methods. A simple version is to approach a measured combustion progression via a Wiebe, or polygon-hyperbole approximation and to convert the resultant coefficients as functions of speed and charge air pressure. This procedure presupposes, however, that an engine with the appropriate combustion equipment has already been investigated experimentally. This is not, however, in accordance with the development philosophy of integrated analytics during the concept phase; for this reason another path was chosen. For common rail injection system design purposes, complex hydraulic systems were developed for the fuel system. These are capable of defining the appropriate injection sequence for every operational point. Based on the electronic regulation and control for every point of the engine performance map, the injection system data can be optimized. By this method, the injection characteristics remain to a great degree unchanged so that the injection rate can be described by a standardized, representative injection rate over an extensive range of the performance map. This standardized injection rate is scaled in accordance with injection duration and the amount of fuel injected so that

the appropriate, actual injection curve for every operational point of the performance map can be derived for simulation purposes. Injection rate (duration/amount) scaling is directly modeled in the engine simulation, whereas the fuel mass and injection duration are calculated by the governor model. The injection rate also provides the basis required for determining the combustion progression via a phenomenological combustion model. The combustion model used was developed specifically for diesel engines with direct fuel injection and presented in [6]. In future, a coupling to a three-dimensional combustion simulation will be incorporated at this point in order for even more concrete statements to be made with regard to the engine-internal procedures and the emissions characteristics. Such a procedure was described in [7]. PROCESS MACHINE For engine load description, the model of a water jet marine propulsion system was coupled to the engine model. Irrespective of the vessel's speed, the power requirement of a water jet propulsion 3) system equates to a speed-cubed (n curve in the engine performance map. The power requirement of the process machine can thus be directly defined as a function of the actual engine speed. Due to the inertia mass of the propulsion system, the engine is subjected to an additional load during the acceleration phase.

SIMULATION OF TRANSIENT ENGINE BEHAVIOR

RESULT OF ACCELERATION SIMULATION The acceleration behavior of the engine constituted the focal point of the first transient behavior investigations. As standard procedure, the engine is accelerated, via a speed ramp, to 700 RPM at a speed increase rate of 19 RPM/s. Above this speed, the speed increase rate is reduced to 7RPM/s.

Fig. 5: Engine speed

Fig. 5 compares the specified speed ramp against the calculated engine speed in the 700 RPM to 1,150 RPM speed range. As can be seen, the engine speed follows the specified speed very closely, minor deviations occur only at the sequential turbocharging trip points.

increasing pressure relationship through the compressor. Only when the pressure before compressor drops below the pressure before the air flap does the air flap open and the charger start to supply charge air. The time-related turbocharger speed plot clearly indicates how highly dynamic the trip procedure is for the exhaust turbocharger. Within one second, the cut-in charger accelerates to up to 70% of its speed at the rated power point. The already active chargers reduce speed until all chargers have approached a common operating point level. The development of the ZR265 exhaust turbocharger has ensured that during this dynamic phase, in which the compressor passes through extensive ranges of the compressor performance map, adequate clearance to the surge limit is maintained at all times. The requirement for a wide compressor performance map is the logical consequence of this consideration.

Fig. 6: Turbocharger speed

Turbocharger Speed in min-1

Fig. 8: Cut-in procedure

Fig. 7: Charge air pressure Fig. 6 shows the turbocharger speeds for the basic charger and the sequential charger for this time range. The resultant charge air pressure before cylinder is documented in Fig. 7. The characteristic speed behavior of the active charger on cut-in of an additional charger is clearly recognizable. This also involves a drop in charge air pressure in the complete system. The second cut-in procedure is described in detail in Fig. 8. In this case, the pressure between flap and compressor, the turbocharger speed and the mass flow over the time are shown for the activated turbocharger. As soon as the exhaust flap is activated, the turbocharger speed increases and, at the same time, the charge air pressure drops as the exhaust gas mass flow is now distributed over three turbines, whereby the third charger utilizes the exhaust energy for acceleration but does not supply any charge air. As, in the deactivated mode, the charger was subjected to charge air pressure, the charger acceleration causes a pressure reduction before compressor equal to the

Fig. 9: Air/fuel ratio The charge air pressure drop due to charger cut-in has a direct influence on the engine-related fuel conversion. As can be seen from Fig. 9, the fuel-air ratio drops considerably and, at the second trip point, reaches a value of 1.6. The charge air-sensitive fuel injection

limitation is not, however, reached in this case. In the same manner, the loss of charge air pressure also acts to increase the exhaust temperature before turbine by 100K at each trip point (see Fig. 10). The resultant increased enthalpy level before turbine generates an increase in the energy conversion in the turbochargers. This acts against the charge air pressure loss and helps keep the air-fuel ratio from dropping below a critical value at any propulsion stage.

the initial point up to the first trip point. During measurement the charge air pressure drops slightly earlier. This allows the conclusion that, in reality, the exhaust flap opened earlier. The pressure loss and in particular the pressure minimum were excellently reflected by calculation. This is an important parameter for combustion calibration procedure which takes the charge air pressure characteristic along the engine propulsion curve into consideration. By repeated increase, a higher charge air pressure and a slightly later trip point are evident after initially good agreement. The pressure minimum was again well reflected at this trip point. In the four-charger mode, the measured pressure build-up was slightly faster so that, in actual service, even more favorable peripheral conditions for combustion are to be anticipated. This deviation had no effect on the engine's dynamic behavior, as can be seen from the discussion on speed.

Fig. 10: Temperature before turbine

Fig. 12: Calculated and measured charge air pressure Finally, this comparison allows the conclusion that the engine model used here is capable of transient engine behavior simulation. At the same time, the simulation can provide a basis for estimation of the emissions behavior. RESULT WATER JET EMERGENCE For marine propulsion systems, engine behavior during propeller or water jet emergence constitutes an important question. In particular in heavy seas, transition of a wave crest can lift the stern of the vessel out of the water so that the propeller spins freely in air. In the case of water jet propulsion systems, the water jet inducts air. For this reason, the overall system must be so designed that the maximum permissible mechanical speed is not exceeded. The maximum engine speed can be determined with the aid of the analytical model discussed in this paper. Fig. 13 shows a load profile that could occur, for instance, by emergence of a water jet and a comparison to the power supplied by the engine. Load shedding occurs within 20 ms. In the simulation, consumer load shedding occurs at the time point t0= 5 s. Up to that point, the engine speed was maintained at a constant level by the governor. After the load shedding, the engine speed increases, due to removal of the consumer power demand before the engine power

Fig. 11: Calculated and measured engine speeds COMPARISON WITH EXPERIMENT The speed and charge air pressure for the specified speed were measured on a transient test stand to verify the calculated results. Fig. 11 shows a comparison of the speed progressions. As simulation only commences at 700 RPM, there is an evident deviation in the first phase of the simulation. After approximately five seconds the calculated speed increases, to a great extent, in complete agreement with the measured speed. Obvious speed deviations occur only at the trip points, these were not recognizable by measurement. Comparison of the measured and calculated charge air pressures allows evaluation of exhaust turbocharging simulation. A wide degree of agreement is evident from

cannot be reduced. Up to an engine speed of 1,170 RPM the speed governor determines the amount of fuel injected. Above this speed, reduction of engine speed is effected by speed-sensitive fuel injection limitation.

Re-submergence results ia a load imposition, to which the propulsion plant reacts with a considerable speed reduction.In this situation, the fuel injection is restricted by the low charge air pressure in the lower partial-load range, the available power increases as a function of the increasing charge air pressure. The phase displacement between engine power demand and turbocharger speed results in a short-term power deficiency, this is the original cause of the speed reduction.

PROPULSION PLANT VARIATION

The speed ramp and the position of the air flap were varied for optimization and evaluation of the 20V 8000 M70 engine sequential turbocharging system. RESULT WITH STEEP SPEED RAMP - In the initial configuration, the engine was accelerated at a rate of 7 RPM/s from 700 RPM to the rated speed of 1,150 RPM. The influence of a steeper speed ramp on the engine behavior is to be investigated here. In Fig. 15 the engine speed is compared against the specified speed (acceleration 19 RPM/s). In this case, also, the engine followed the specified input easily. The governing deviation rises clearly with increasing engine speed.

Fig. 13: Load profile and engine power during water jet emergence and re-submergence

Fig. 14: Engine speed during water jet emergence and re-submergence The high mass moment of inertia of the complete plant and the associated mechanical sluggishness of the complete system are counteracted by a high speed gradient. The resultant speed progression has a maximum value of 1,225 RPM (Fig. 14). Due to the rapid reaction capability of the electronic speed governing system, coupled to the electronically controlled common rail fuel injection system, overspeed is restricted to 107% of rated speed, even with maximum load shedding (100% - 0%). After 1.5 s, the engine speed is again fully recovered. The maximum engine speed determined in this case provides the basis for the structural/mechanical design of the crankshaft so that all overspeed conditions encountered during transient propulsion maneuvers are mechanically permissible.

Fig. 15: Calculation for an acceleration of 19 RPM/s Supercharging and the related combustion are clearly affected by the higher engine acceleration rate. As has already been demonstrated, the exhaust turbocharger is only coupled to the engine thermodynamically. The acceleration performance of the turbocharger results from the exhaust gas mass flow. If the engine accelerates with a steeper speed gradient, less energy, referenced to the speed stage, is converted in the chargers; the charger speed is thus reduced and, therefore, the charge air pressure at the associated engine speed (Fig. 16).

Fig. 16: Turbocharger speed over engine speed for acceleration rates of 19 RPM/s and 7 RPM/s

Fig. 18: Engine speed with flap positions before and after compressor

Fig. 17:Air/fuel ration for an acceleration of 19 RPM/s A reduced air/fuel ratio must be considered as a direct consequence (Fig. 17). In this case fuel injection limitation (LDA-Limit) is reached at the second trip point due to inadequate charge air pressure. Based on this calculation, increased exhaust gas smoke is to be anticipated. This operational situation was implemented and confirmed experimentally. For actual service applications, the speed ramp is calibrated so that the engine condition described above cannot occur. RESULT WITH MODIFIED TRIP FLAP POSITION Experimental investigation with the trip flap re-positioned after the compressor constitutes a considerable technical outlay. For this reason, the model described in this paper was employed to evaluate the influence exerted by the flap position on the transient engine behavior. If the air flap is positioned after the compressor, the charger, when deactivated, is subjected to environmental pressure and, when cut-in must build up a pressure between charger and air flap. The flap opens when this pressure matches the charge air pressure.

Fig. 19: Turbocharger speed with flap positions before and after compressor Fig. 18 compares the engine speeds for the flap positions under discussion. As is evident, the overall engine behavior is not influenced by the flap position. The charger speed is also, to a great degree, identical (Fig. 19). Only a slight deviation is evident in the charge air pressure. In this case, a slightly lower charge air pressure in transient progression is predicted for an air flap position after compressor. However the deviation is only minimal so that no influence on the engine's torque generation is to be anticipated.

BIBLIOGRAPHY
[1] Freitag, M.; Jorach, R. W.; Kosiedowski, U.; Remmels, W.: The New MTU Series 8000, CIMAGCongress 2001, Hamburg, 2001. [2] Czerny, L.; Klotz, H.; Ruck, J.; Schmid, U.: Advanced Turbochargers for High-Performance Turbocharging Systems, CIMAG-Congress 2001, Hamburg, 2001. [3] Klotz, H.; Kasper, W.; Kech, J. M.:Einfluss der Abgasturboaufladung auf den thermodynamischen Arbeitsprozess im Kennfeld des kompakten hochaufgeladenen Dieselmotors, 7. Aufladetechnische Konferenz, Dresden, 2000. [4] Zellbeck, H.; Friedrich, J.; Berger, C.: Die elektrisch untersttzte Abgasturboaufladung als neues Aufladekonzept, Motortechnische Zeitschrift 60, 1999. [5] GT-Power Users Manual, Version 5.1, Westmont, 2000 [6] Yoshizaki, T.; Nishida, K.; Hiroyasu, H.: Approach to Low Nox and Smoke Emission by Using Phenomenological Simulation, SAE 930612, 1993 [7] Bozza, F.; Cameretti, M. C.; Tuccillo, R.: Numerical Simulation of Transient Behaviour of an EGR-Operated Turbocharged Engine, Conference on Internal Combustion Engines ICE 1999, Capri, 1999.

Fig. 20: Charge air pressure with flap positions before and after compressor This comparison shows that the trip flap position provides an additional degree of design freedom.

CONCLUSION
A gasdynamic model was developed for the 20V 8000 M70 engine to facilitate analytical investigation of the transient engine behavior. This model has made the numerical presentation of transient engine behavior as occurs, for instance, during acceleration of a water jet propulsion system or during engine load shedding possible. Experimental investigations permitted evaluation of the model. Based on this model, both control parameters and design parameters can be varied in order to evaluate the potential of further development activities independent of additional experimentation. The one-dimensional, gasdynamic simulation of the engine, thus constitutes a valuable component of the development process. The ability to define potentials and tendencies at an early stage of the development process provides a high degree of design conversion efficiency. In this paper, a phenomenological combustion model has been used to describe fuel conversion. In future this model will be replaced by a three-dimensional combustion simulation in order to be able to make more detailed studies of transient engine behavior, especially with regard to the emissions behavior in test cycles.

CONTACT ADRESSES
Dr. Johannes M. Kech MTU Friedrichshafen GmbH TWT Analytik, Thermo- und Aerodynamik 88040 Friedrichshafen Germany Johannes.Kech@mtu-online.com Helmut Klotz MTU Friedrichshafen GmbH TWT Analytik, Thermo- und Aerodynamik 88040 Friedrichshafen Germany Helmut.Klotz@mtu-online.com