2015 Winter ME-AE 596 Term Project

1. Introduction
Recently downsized turbocharged (T/C) engines cooperated with gasoline direct injection (GDI)
are being installed in passenger vehicle for better performance and fuel economy. However,
engine knock is one of the problems when developing and calibrating a downsized turbocharger
engine. Typically higher boost pressure induced by turbocharger caused higher tendency of
engine knock, because unburned zone temperature increased in cylinder as boost pressure is
raised. Therefore auto-ignition of unburned mixture occurs more easily.
To take full advantage of the downsized T/C engine, understanding of knock characteristics and
optimization of design and control parameters is important. Using computer simulation of
knocking in downsized T/C engine can be used in researching and developing improved engine
design. Among the various numerical techniques of engine simulation, it is important to pursue a
balance between accuracy and computational expenses when collaborating with engine design
and control optimization processes.

2. MATLAB simulation
1) Introduction
In this project, SI-engine combustion simulation model will be used. This model simulates single
cylinder combustion of port fuel injection (PFI) SI-engine. The model is based on MATLAB
Simulink and developed in 64bit MATLAB R2014a environment. The MATLAB simulation
model consists of following files.
1.
2.
3.
4.
5.

main.m (Main script file that user input parameters are specified and runs simulation)
SIM596.p (protected function file)
Combustion2.p (protected function file)
COMBSIM_ME596.slx (Simulink model)
genoutput.m (writes output data to local .txt files)

The 64bit MATLAB version R2014a and higher is required to execute the simulation. If you
dont have an access to required MATALB version, you can use computer lab located in ELB
183 (194-196).

For those not familiar with MATLAB, follow described procedure below to execute the
simulation.
(1) Copy all 5 files in your USB or download in a folder you made in the computer that you are
logged-in at ELB computer lab.
(2) RUN MATLAB program (type MATLAB in START panel)

Figure 1 Search for MATLAB program run

(3) In the MALTAB program locate your folder and open main.m file. (The function files
SIM596.p and Combustion2.p are protected MATLAB function files which you cannot edit.
Thus they are not showing here)

Figure 2 Open main.m

(4) Edit main.m with desired input parameters.

You can edit main.m script file shown in the Figure 3 below. In this file you can change 16 user
input parameters for the simulation. Change desired parameters for each parametric study case.
Do not modify program code other than 16 user inputs.
Other engine parameters like valve diameter, valve timing, valve lift profiles, wall temperatures
and so on are either automatically adjusted or fixed for this project.

Figure 3 User inputs in main.m

(5) To execute simulation, press F5 or press run button in editor.

Figure 4 Run button of MATLAB editor

Press change folder when you have this message to change MALTAB working folder to your
USB or folder.

Figure 5 Change working MATLAB folder

(6) Dealing with Simulink solver error

In some cases, the Simulink may stop due to time step error. The message will show in the
command window as shown in Figure 6. In case of this error tighten relative tolerance (RELTOL)
of the model to 1e-5 and re-try.

Figure 6 Simulink error message

2) Program outputs
When you run the simulation, pressure, temperature and burned mass monitors will pop up and
indicate that current simulation is running. Usually simulation takes 2 cycles to finish calculation.
After simulation is finished, result will be stored in variables LowSpeedOut and
HighSpeedOut. You can also find individual variable names of specific data in the MATLAB
workspace. Figure 7 shows which output parameters stored in the two variables. Since the
program only simulates combustion of single cylinder, engine work output is given as IMEP. If
power or torque is desired, you will need to calculate considering number of cylinders of the
engine.
Furthermore, the program will generate two output files LowSpeedOut.txt and
HighSpeedOut.txt. These output files are comma delimited and you can copy and paste in
Excel worksheet. After paste to excel worksheet, use text to columns function in data tab. Then
choose delimited and check delimiter as comma. In the LowSpeedOut.txt file contains input
parameters of current case in addition to low speed outputs. These output files need to be
copied to other place to prevent loss of simulation data by overwriting when you run next
case.

Figure 7 Output parameters

3) Knock model and knock combustion

Knocking can be observed in the pressure vs CA graph. In the model, if auto-ignition of
unburned mixture has occurred the remaining mixture burns fast and pressure spikes. If this
pressure spike is noticeably high, we can say engine knock has occurred. In the Figure 8,
example of pressure spikes with different spark timing conditions are shown. At spark timing of
20 CA deg ATDC (after top dead center), the pressure spike is high and it can be considered as
severe knock condition. At spark timing of 15 deg ATDC we can call it as a moderate knock
condition. In cases of 10 and 8.3 deg ATDC, it is hardly noticeable or no pressure spike is
observed. In these cases it is no knock condition.

Figure 8 Example of spark timing effect to knocking tendency

(Crank angle at TDCF is set to 360 in this graph. Your simulation is set to 0)
In the MATLAB simulation, if auto ignition is detected in the current simulation cycle, a
message will be shown in the command window. The message will include knocking timing
(CAknock) and burned mass fraction at knock timing (Xbknock). Burned mass fraction at knock
timing can help to determine the knock condition. Generally if burned mass fraction is above
0.95, then even if auto-ignition of unburned zone has been occurred, the remaining mixture is
very small and pressure rise due to knock combustion can be minimal. However in some cases,
especially with late spark timing, even if burned mass fraction at knock timing is less than 0.95
but pressure rise can be minimal. It is because the knock happened in the late stage of expansion
stroke and pressure rise by knock combustion is very small. Therefore you should have to watch
pressure rise first. Burned mass fraction should be a supplementary method to help determining
knock condition.

In the MATLAB simulation, knocking related output variables, knockXb (Xbknock) and knockCA
(CAknock) will be stored in LowSpeedOut and LowSpeedOut.txt. If auto-ignition is not detected,
both knockXb and knockCA will be 999, which is a dummy value.

3) Finding knock limited maximum brake torque timing using this program.
If you retard or advance spark timing (or change other parameters which may be responsible to
knock tendency) IMEP changes accordingly as well as Xbknock. Figure 9 shows IMEP and
Xbknock trends against spark timing change. IMEP is increasing (but will be decreased if spark
timing is further advanced) as spark timing advances. At the same time, Xbknock maintains above
0.95 until spark timing reaches a certain point. The spark timing which results in Xbknock at
around 0.95 can be considered knock limited MBT timing; the black square mark indicates
IMEP and Xbknock at the MBT. At this spark timing, pressure graph is shown at Figure 10 and it
confirms very minor knock has been occurred. Note that Xbknock trend with late stark timing (i.e.
after 0 deg ATDC) will not always look like Figure 9. Pressure graph should be always checked
to determine whether it is knock condition or not.

1
Burned mass fraction

12

IMEP (bar)

11
10
9
8
7
340
-20

350
360
370
-10
0
10
Spark timing (CA deg ATDC)
Spark timing (CA deg ATDC)

380
20

0.95
0.9
0.85
0.8
340
-20

350
360
370
-10
0
10
Spark timing (CA deg ATDC)
Spark timing (CA deg ATDC)

Figure 9 IMEP and Xbknock trend against spark timing change

380
20

Cylinder pressure (bar)

60
50
40
30
20
10
0
350

360

370
380
390
Crank angle (deg)

400

410

Figure 10 cylinder pressure at knock limited MBT

(Crank angle at TDCF is set to 360 in this graph. Your simulation is set to 0)

3. Parametric study (PART I ~ PART III)

PART I Baseline 4-cylinder 2.4L Natural Aspirated Engine

The engine used in the baseline case is inline 4-cylinder (I-4) 2.4L natural aspirated port fuel
injection (PFI) engine. At the baseline case, the engine runs at 3000 rpm and wide open throttle
(WOT, intake manifold pressure, PIM is set to 1.0 bar) condition. At this operating point, the
spark timing is calibrated to 17 CA deg ATDC and this is the knock limited MBT timing.
Following table shows input parameter of baseline case.
no.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

parameter
RELTOL
BORE
STROKE
CONRL
CMRTIO
PATM
TATM
ERPM
EQUIV
TSPARK
PIM
TIM
PEM
EGR
EGRT
ON

value
1E-04
0.088
0.097
0.145
10.5
1.0
298.0
3000
1.0
17.0
1.0
310.0
1.0
0.0
473.0
87

comment
Default is 1e-4 in case of the error use 1e-5.
Unit: m
Unit: m
Connecting rod length in m
Compression ratio
Ambient pressure in bar
Ambient temperature in K
Engine RPM
Equivalence ratio of intake manifold.
Spark timing (CA deg ATDC)
Intake manifold pressure in bar
Intake manifold temperature in K
Exhaust manifold pressure in bar
EGR mass fraction (It is recommended not to exceed 0.2)
EGR supply temperature in K (after EGR cooler)
Octane number (RON+MON)/2. Maximum value input is 100.

a) Effect of spark timing

Run the baseline case (3000 rpm WOT case) with MATLAB simulation. Then advance or retard
spark timings and run the simulation. Recommended spark timing range for this sweep is 30 to
0 CA deg ATDC (i.e. TSTPART = 27, 22, 17, 12 and 7 CA deg ATDC). Fix rest of input
parameters the same as the baseline case.
Q1. Plot pressure versus CA deg graphs for each spark timing (better if overlaid).
Q2. Plot IMEP and ISFC against spark timing change.

Q3. How does knock tendency change and why?

Q4. Explain regarding knock trend and engine performances, why spark timing is set to 17 CA
deg ATDC for the baseline condition regarding knock trend.

b) Effect of EGR rate

Set spark timing at 25 CA deg ATDC. While fixing rest of input parameters, run cases with
EGR of 0% 10% and 20% (set EGR= 0, 0.1 and 0.2)
Q1. Plot pressure versus CA deg graphs for each EGR rate (better if overlaid).
Q2. Plot IMEP and ISFC against EGR rate change.
Q3. How does knock tendency change and why?

c) Effect of compression ratio

Set spark timing at 25 CA deg ATDC. Set EGR rate back to 0. While fixing rest of input
parameters, run cases with compression ratio of 9.5, 10.5 and 11.5
Q1. Plot pressure versus CA deg graphs for each compression ratio (better if overlaid).
Q2. Plot IMEP and ISFC against compression ratio change.
Q3. How does knock tendency change and why?

PART II: Downsized Turbocharged Engine

Now you are asked to down size the baseline engine to 2.0 L. To compensate loss of power,
turbocharger (T/C) will be used (but this engine is still PFI). From the parametric study of PART
I, you have learned the behavior of SI engine knock with different engine parameters. These
parameters can be used to calibrate knock limited MBT timing at higher boost pressure.
Assume that only bore, stroke and connecting rod length are changed to 86 mm, 86 mm and 140
mm respectively (it is an I-4 square engine)
a)

Knock limited MBT timing at boosted pressure

At the engine speed of 3000 rpm, find knock limited MBT timing by advancing or retarding
spark timing (sweep between 30 to 0 CA deg) for the boosted intake pressure (PIM) of 1.1 bar,

1.3 bar and 1.5 bar. We can assume the exhaust pressure (PEM) about 5% higher than intake
pressure to accommodate EGR flow (although this time, set EGR rate to 0).
Q1. Plot pressure versus CA deg graphs for each knock limited MBT timing you found. If you
cannot find MBT timing, plot pressure versus CA deg graph which shows least amount of
pressure spike due to knock.
Q2. Plot IMEP and ISFC for each knock limited MBT timing you found against boost pressure.
Q3. How does knock limited MBT timing change as boost pressure goes up and why?
Q4. How does IMEP and ISFC change as boost pressure goes up and why
Q5. Compared to baseline 2.4 L N/A engine simulation result, how does engine performance
(torque and power) and fuel economy changes?

b)

Further calibration

Set the boost pressure at 1.5 bar. Choose either EGR rate (set EGR temperature at 473 K) or
compression ratio of the engine, and change your parameter of choice to find knock limited MBT.
Q1. Plot pressure versus CA deg graphs for the MBT timing you found in PART II a) and for the
timing that you just found.
Q2. Plot IMEP and ISFC for each knock limited MBT timing you found (old and new).
Q3. How does new parameter you have changed affect to knock tendency, IMEP and ISFC.
Q4. Do you think additional parameter you have changed is effective to improve engine
performance and fuel efficiency in high boost pressure case?

PART III: Summary, Conclusion and the new Strategy

a) Summarize the parametric study and conclude your findings.
b) Read SAE paper 2006-01-1266 attached about turbocharged GDI engine. According to the
paper, the charge cooling effect obtained by the homogenous GDI improves both volumetric
efficiency but also considerably decreases the knock sensitivity. Can you explain why?
c) Read SAE paper 2006-01-1266 and explain benefits of turbocharged GDI engine compare to
turbocharged PFI engine in terms of fuel economy.