Advanced Internal C Ad dI t l Combustion Engines b ti E i MAE 589V (Spring 2009)

Air Induction

Dr. Dr Tiegang Fang, 3182 Broughton Hall Fang Mechanical and Aerospace Engineering Department North C N th Carolina State University li St t U i it

Why Air Induction is Important

Under certain FA ratio, more air means more fuel burnt with more power output

& & Wb = f QLHV ma FA

Increasing the air intake flow is important to increase power g p p Volumetric Efficiency (VE) is defined as the volume flow rate of air into the intake system divided by the rate at which volume is displaced by the piston under ambient conditions

& nma v = aVd N

Note: is the i density evaluated at atmospheric N t ra i th air d it l t d t t h i condition outside the engine

Volumetric Efficiency can be greater than one based on this definition, e.g. definition e g for supercharged or turbocharged engines For naturally aspirated engine, VE is about 60-90%
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Intake System Components

Intake manifold is the system to deliver air into the engine through pipes to each cylinders, also called runners cylinders

Intake l I t k valves are generally poppet valves ll t l

Intake System Design

Intake manifold should have no sharp bends, and the surfaces should be smooth with no protrusion Length of the intake manifold is optimized for higher volumetric efficiency. In order to meet the requirement at different speed, we need variable intake manifold Intake l I t k valves should provide flow passages as large as possible h ld id fl l ibl Put as more as possible intake valves to increase intake passage Intake valves generally have larger diameter than exhaust valves Intake valves should open and close at right timing with as much as p g g air going into the engine cylinder Variable Valve Timing (VVT) technology provides optimum performance at different speed and loads

Factors Affecting Volumetric Efficiency

Intake system design Fuel addition in the intake system Gasoline Direct Injection systemIntake system temperature Valve timing- overlap and intake valve late closing Fluid friction Choked flow at high speed Ch k d fl t hi h d Intake manifold tuning Exhaust residual Exhaust Gas Recirculation (EGR) cooled EGR ( )

Variable Intake Manifold

Volumetric efficiency reaches a maximum at certain speed with certain intake manifold length due to acoustic wave resonation Empirical equation

N t = 7.5c0 / Lt

Nt = engine speed c0 = sound speed = kRTair Lt = intake runner length

Actively varying intake length makes the engine induct more air for all speed Lower speed needs longer length and smaller diameter Higher speed requires shorter length and larger diameter
In order to obtain both ample low/mid-end torque and high-end output, a rotary valve is used inside the dualpassage intake manifold. During low/mid rpm, the rotary valve is closed, while it opens during high rpm's. By varying the intake path length according to engine rpm rpm, ample torque is gained at all rpm levels. Additionally, the rotary valve design is superior over past butterfly valve (flap) in that it reduces intake resistance.

Intake Valve and Valve Timing

Intake valve design is important for engine performance Valve timing assure proper operation of engines, and sufficient intake charge and empty exhaust py Intake opens before exhaust TDC and close after BDC Exhaust opens before BDC and close after TDC

Variable Timing Control (VTC)

For best performance, different engine speeds require the valve opening and closing at different timing Lower speed needs shorter valve overlap and lower valve lift Higher speed needs longer valve overlap and larger valve lift
Each intake valve can be actuated by a fast cam (11mm lift) or a slow cam (5.7mm in one intake valve and 2mm in another in order to create swirl in the air flow for better fuel mixing at low speed). The two cams are mounted on a single cam piece. Which cam acts on the roller cam follower depends on the longitudinal position of cam piece. This is controlled by a pair of metal pins incorporated at the cam cover. There is a spiral groove rolled i t th camshaft. Wh one metal pin is lowered, ll d into the h ft When t l i i l d it engages the spiral groove on the camshaft and pushes the cam piece by 7mm in longitudinal direction. A spring-loaded locker will lock the cam piece in the new position. In this way, the operating cams are changed from one set to another set. To revert to another cam, another metal pin presses against a reverse spiral groove and moves the cam piece back to the original position. The cam piece is locked by the spring-loaded locker again. The change from one cam set to another takes one combustion cycle, or two engine revolutions. As Audi reprogrammed the ignition and electronic throttle to smoothen the transition between the two cam sets, it can be hardly detectable.

Variable Timing Control (VTC)

In the VVEL system, a rocker arm and two types of links close the intake-valves by transferring the rotational movement of a drive shaft with an eccentric cam to the output cam The movement of the output cam can be cam. varied by rotating the control shaft within the DC motor and changing the fulcrums of the links. This makes a continuous adjustment of the valve lift amount possible.

The cam position sensor and crank position sensor cooperatively detect the crank shaft rotation during one engine combustion cycle engine-combustion cycle. Based on signals from the cam and crank position sensors, the engine ECU calculates the valve timing. The ECU calculates an electrical current amount to manage the oil flow control valve (OCV) to adjust the valve timing. In accordance with the electrical current amount, the OCV distributes oil, discharged from the engine oil pump, to two oil chambers of each VCT controller, controlling the oil amounts of the oil chambers. Each VCT controller controls the opening/closing timing of the valve in accordance with the oil amounts of the oil chambers.

Electromagnetically Driven Valvetrain (Camless Engine)

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Supercharging and Turbocharging

An effective way to increase intake charge and therefore increase power output for a specific engine displacement volume Superchargers are compressors directly driven by crankshaft, S h di tl d i b k h ft while turbocharger is driven by the energy from exhaust gas through a turbine. Supercharger:
Advantage: fast response with throttle change Disadvantage: adding parasitic load, higher cost, higher weight, and noise Compressors are generally positive displacement pumps, but centrifugal compressors are also used

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Supercharging and Turbocharging contd cont d

Turbocharger:
Advantage: no parasitic load, recover waste energy, higher fuel efficiency Disadvantage: Turbo-lag (slow response to throttle change) Turbo lag Compressors are generally centrifugal compressors driven by a turbine powered by exhaust g y gas

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Supercharging and Turbocharging contd cont d

Waste gate is a valve that diverts exhaust gases away from the turbine wheel in a turbocharged engine system
A turbocharger which is adapted with a waste-gate, which acts as a valve for gases to by pass the turbo by-pass when the optimum pressure has been achieved, and enables a turbocharger with a much smaller turbine wheel than usual to be used. This allows the turbocharger to achieve faster acceleration and higher torque output at a lower engine speed, and enhances emission control.

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Supercharging and Turbocharging contd cont d

Variable Geometry Turbocharger
Variable geometry turbochargers (VGTs) are a family of turbochargers, usually designed to allow the effective A/R ratio of the turbo to be altered as conditions change. This is done because optimum A/R at low engine speeds is very different from that at high engine speeds. If the A/R ratio is too large, the turbo will fail to create boost at low speeds; if the A/R ratio is too small, the turbo will choke the engine at high speeds, leading to l t large exhaust manifold pressures, high h t if ld hi h pumping losses and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the turbo's A/R ratio can be maintained at its optimum. p Because of this, VGTs have a minimal amount of lag, have a low boost threshold and are very efficient at higher engine speeds. In many configurations, VGTs do not even require a wastegate, however this depends on wastegate whether the fully open position is sufficiently open to allow boost to be controlled to the desired level at all times.

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Modern Intake System

BMW 306 hp straight-six GDI engine 15