Assignment 1 Powertrain

TME120 - Engineering of automotive systems

By: Bjrn Jonsson and Sharan Prathaban, 2011

1. Introduction
Every vehicle is different in its own way and have quite different characteristics. The Driveline diagram is good way to be able to easily compare different vehicles with one another. The Driveline diagram is a diagram which consists of four different graphs adjacent to each other. This helps us understand the relation between Power, Vehicle speed, Engine speed, Gear ratios, Wheel speed, fuel consumption, etc. This assignment is to create a Driveline diagram for the Mercedes Benz 190 E 2.5-16v from which we can calculate various factors like the ones mentioned above for different driving cases such as inclination, wind resistance, etc.

2. Results
The results of this assignment are documented below and after every question there is a commentary section where the authors comment on any findings, observations or other thoughts that has come up. The equations used for this assignment are derived from Heywood (1988).

Question 1
To convert the bmep-engine speed diagram to a power-engine speed diagram we firstly noted down bmep corresponding to the every 250rpm increase from 1000rpm to the maximum rpm. Using these readings we calculated the various values of Pb and e by using eq. 5, 6 and 7, from which we plotted the required graph.

(1) (2) (3) (4) Equation 1, 2, 3 and 4 gives 5 below. [kW] (5) (6) (7)

For plotting the f lines we took readings at multiple points on the different bsfc lines of the given graph and calculated the corresponding f. This graph can be seen in Appendix A, marked Engine diagram.

Comments: As is seen on the graph the Power curve is not made for the engine that was chosen by us. This is
seen at the peak effect value that is higher on the graph than in the real one. The calculated maximum is at 680 rad/s and 149.6 kW but the real one is 143kW at about 720rad/s. This gives the strange look of the curve values above 600 rad/s. Due to the number of points picked to calculated the different values on the map the lines are not as smooth as it should be if we had chosen a lot of more point but this process is not needed for this task because it is very time consuming.

Question 2
The calculation of the power needed to drive the vehicle at 3 different road inclinations at constant speeds was calculated using Pw. The value of Pw was calculated by eq. 11 for vehicle speeds from 1-230 km/h for change in every km/h. The Pw values for inclinations of 0%, 4% and 8% was calculated and plotted versus vehicle speed (v) in m/s. This plot is seen as the Road diagram in Appendix A. ( ( )) (9) With no acceleration: ( ( )) (10) (8)

Equation 9 and 10 gives 11 below

( ( ))

[kW]

(11)

Comments: As seen on the Road diagram the different inclinations results in a change in Power needed to keep
the same vehicle speed. From the diagram it is possible to see what maximum speed the vehicle can achieve at different inclinations by comparing the Engine power and the vehicle speed. At the inclinations of 4 % and 8 % it is seen from the diagram that the vehicle cannot achieve its maximum speed with the given power of 143kW.

Question 3
A graph of wheel speed (w in rad/s) versus Engine speed (e in rad/s) was plotted for the gear ratio (i) of the vehicle in each gear to understand better the wheel speed of the Vehicle at a given Engine speed in a particular gear and is calculated by eq. 13. This graph is seen in the Transmission diagram in Appendix A. (13)

Comments: Because the gear ratios decreases from low gears towards the higher gears this results in lower wheel
speeds in lower gears to higher wheel speed on higher gears at the same Engine speed.

Question 4
The constant speed that we selected was 30 m/s. From the Road diagram a line was drawn from 30 m/s and corresponding to the 0 % inclination line the reading from the y-axis (Pe) was taken. From the Wheel

diagram the corresponding wheel speed (w) was correlated with the Vehicle speed. Using the wheel speed the corresponding engine speed (e) to the gear ratios of the 3rd and 4th gear was marked. Using the two different engine speeds from the Transmission diagram and the power from the Road diagram the correlation points in the Engine diagram was marked. This is seen as the red lines, in the figures in appendix A. The corresponding values are seen in table 1 below.
Table 1: Results the Driveline diagram

Vehicle speed Engine power Wheel speed Engine speed 3rd gear Engine speed 4th gear

30 m/s 11.86 kW 98.93 rad/s 382.6 rad/s 537.5 rad/s

a) Using the values in table 1 and eq. (7) the fuel conversion efficiencies where calculated to: th,3rd = 0.116883116883117 11.7 % th,4th = 0.142292490118577 14.2 % The power margin is the power available in the different gears and is calculated by eq. 14

Pmargin @ 3rd = 110.0537404580153 110.1 kW Pmargin @ 4th = 72.421297709923664 72.4 kW

Comments: It is noticed that the fuel conversion efficiency is higher in the 4th gear because the engine is working
at lower speed and hence it lower fuel is consumed. The power margin is higher in the lower gear because the gear ratio is higher resulting in more usable power in the third gear.
b) The acceleration is calculated from eq. 8 and 9:
( ( ))

Where; This gives the acceleration capabilities: 3rd = 1.558624617863269 1.56 m/s2 4th = 1.029152961308968 1.03 m/s2 (14)

Comments: Due to the higher power margin in the lower gears which is directly related to the acceleration
capability and the higher gear ratio the acceleration capability is higher in the lower gears.
c) The gradability in the two different gears was calculated from eq. 8 and 9. Due to constant speed the acceleration is zero, therefore:

) ( )

[rad]

Gradability@ 3rd = 0.179613555167431 18.0 % Gradability@ 4th = 0.113640921869194 11.4%

Comments: As was seen in a) and b) the availability of higher power margin in the lower gear gives the vehicle
a better gradability at a lower gear.

Question 5
Disregarding from Air and Rolling resistance on a flat road eq. 8 and 9 become: Therefore;

Assuming the same driving force in the different gears:

= 1.346631697768513

Comments: Due to the lower inertia in the higher gear because of its smaller size of the sprocket this results in a
higher acceleration capability in the higher gear.

Question 6
The Maximum speed of the vehicle with no wind can be calculated in two ways. 1. By using the Engine diagram and the Road diagram By using the maximum power in the Engine diagram the corresponding point in the Road diagram on zero inclination line can be marked from which the maximum vehicle speed can be found. This speed was found to be 68.75 m/s which is 247.5 km/h. 2. By using the gear ratios As the maximum speed of the vehicle is obtained in the highest gear at maximum engine power, the maximum speed can be calculated by using the engine speed at this point. ( ) [ ] ( )

By eq. 15 the maximum speed is calculated to 69.82 m/s which is 251.4 km/h.

Comments: The maximum speed of the vehicle is 230 km/h as mentioned by the manufacturer. As seen Q6.1
the maximum speed that can be achieved is higher than the specified speed by Mercedes Benz. From Q6.2 it can be observed that the gearbox has been designed well as it is capable of handling a maximum speed of 251.4 km/h.

Question 7
The fuel consumed per 100km at maximum speed is calculated finding the power required to obtain maximum speed from the Road diagram, which then is used to find the bsfc from the Engine diagram.

(16)

By eq.16 the fuel consumed is calculated to be 20.59 litres/100km.

Comments: The fuel consumption is 7.3 and 9.0 litres/100km for the speeds of 90 and 120 km/h
respectively as specified by the manufacture. Looking at the pattern of the increase in fuel consumption to increase in speed, the calculated value of fuel consumption for maximum speed seems quite right.

3. References
Heywood, John B, Internal Combustion Engines Fundamentals, McGraw-Hill, Singapore, 1988 Robert Bosch Gmbh, Bosch Automotive Handbook, 2008 http://www.mayfco.com/dragcd~1.htm, Mayfield Motorsports, 2011-09-13

4. Appendix A Driveline diagram

5. Appendix B Vehicle data

Data from Mayfield (2011)

Vehicle data Frontal area Cx Data from Bosch (2008) Vehicle data Model Maximum power Max torque Maximum speed Weigth Swept volume Bore Stroke Compression ratio Transmistion ratios: 1st 2nd 3rd 4th 5th Final drive Tires

1.90 m^2 0.35

Mercedes 190 E 2.5-16 143 kW 235 Nm 235 km/h 1800 kg 2,488 liter 89.0 mm 84.0 mm 9.7

4.08 2.52 1.77 1.26 1.00 3.07 205/55 ZR15

6. Appendix C Matlab code

clear all clc close all format long m_f = 0.75; % [kg/dm^3] V_sw = 2488*1e-6; % [m^3] T_max = 235; % [Nm] P_max = 143; % [kW] %bmep_T = (4*pi*T_max/V_sw)*1e-5; % [kPa] N_p_max = 6750; %[rpm] rpm = [0:1:7620]; rps = rpm/60; m = 1800; % [kg] g = 9.82; % [m/s^2] rho = 1.189; % [kg/m^3] theta_t = 0.9; % Given by Mailn Kjellberg %P_b = 2*pi*rps*T_max; %P_b_max = max(P_b) %% Question 1a bmep_P_max = 1e-5*((2*P_max*1000)/(V_sw*N_p_max/60)) r_r = (205/1000)*0.55 + 15*(2.54/100)/2; w_e = 2*pi*rps; Power_rpm = [1000:250:7620]; Power_rpm(28) = 7620; Power_bmep = [9.9 10.3 10.7 10.9 11.1 11.1 11.2 11.2 11.2 11.1 11 ... 11.2 11.6 11.8 11.7 11.6 11.4 11.5 11.6 11.6 11.5 11.3 11.1 10.2 ... 10 9.5 9.0 8.8]*1e5; Power_bmep_rpm = (((Power_rpm/60)*V_sw.*Power_bmep)/2)/1000; % 4-stroke engine w_power_bmep_rpm = 2*pi*Power_rpm/60; %plot(w_power_bmp_rpm,Power_bmp_rpm) figure(1) plot(w_power_bmep_rpm,Power_bmep_rpm,'k'); hold on xlabel('\omega\_e [rad/s]') ylabel('P_e [kW]') title('Engine Diagram') ylim([0,160]) %% Question 1b % Line 1 %Measure 1cm = 310rpm; % Point 252.8 rpm_252 = 2938; bmep_252 = 9.25*1e5; Power_252 = (((rpm_252/60)*V_sw.*bmep_252)/2)/1000 w_252 = 2*pi*rpm_252/60; plot(w_252,Power_252,'g*') % Line 260 rpm_260 = 1000+[1.6 1.9 4.0 6.2 8.8 8.4 6.2 3.6 2.8]*310 bmep_260 = [8.1 7.8 7.6 7.7 9.4 10.1 10.4 9.4 8.6]*1e5 Power_260 = (((rpm_260/60)*V_sw.*bmep_260)/2)/1000 w_260 = 2*pi*rpm_260/60; plot(w_260,Power_260,'c') % Line 280 rpm_280 = 1000+[-0.2 1.9 5.3 6.8 10.4 12.6 13.5 12.0 10.5 8.9 2.7 2.9 -0.2]*310 bmep_280 = [6.1 5.7 5.7 5.9 7.1 7.6 8.2 9.1 10.6 11.4 10.9 10.3 8.2]*1e5 Power_280 = (((rpm_280/60)*V_sw.*bmep_280)/2)/1000

w_280 = 2*pi*rpm_280/60; plot(w_280,Power_280,'b') % Line 300 rpm_300 = 1000+[-0.2 1.9 6.3 12.8 17.2 17.9 14.8 11.6 10.0]*310 bmep_300 = [4.9 4.4 4.6 5.8 7.1 8.1 9.5 9.8 11.7]*1e5 Power_300 = (((rpm_300/60)*V_sw.*bmep_300)/2)/1000 w_300 = 2*pi*rpm_300/60; plot(w_300,Power_300,'g') % Line 320 rpm_320 = 1000+[-0.2 1.9 19.0 19.5 19.1 14.7 12.0 11.0]*310 bmep_320 = [4.1 3.6 6.1 6.8 8.3 9.9 10.1 11.7]*1e5 Power_320 = (((rpm_320/60)*V_sw.*bmep_320)/2)/1000 w_320 = 2*pi*rpm_320/60; plot(w_320,Power_320,'y') % Line 340 rpm_340 = 1000+[-0.2 1.9 10.6 17.0 21.2 21.2 19.3 14.7 12.4 11.9]*310 bmep_340 = [3.4 3.2 3.9 4.6 5.6 6.5 8.7 10.4 10.2 11.6]*1e5 Power_340 = (((rpm_340/60)*V_sw.*bmep_340)/2)/1000 w_340 = 2*pi*rpm_340/60; plot(w_340,Power_340,'r') % Line 360 rpm_360 = 1000+[-0.2 7.1 16.9 21.2 21.2 20.2 19.6 16.0 17.1]*310 bmep_360 = [2.8 2.9 3.9 4.4 7.4 8.2 9.3 10.4 11.1]*1e5 Power_360 = (((rpm_360/60)*V_sw.*bmep_360)/2)/1000 w_360 = 2*pi*rpm_360/60; plot(w_360,Power_360,'m') % Line 500 rpm_500 = 1000+[-0.2 10.1 21.2]*310 bmep_500 = [1.8 1.9 2.4]*1e5 Power_500 = (((rpm_500/60)*V_sw.*bmep_500)/2)/1000 w_500 = 2*pi*rpm_500/60; plot(w_500,Power_500,'k--') % Line 700 rpm_700 = 1000+[1.8 11.0 21.2]*310 bmep_700 = [1 0.9 1.5]*1e5 Power_700 = (((rpm_700/60)*V_sw.*bmep_700)/2)/1000 w_700 = 2*pi*rpm_700/60; plot(w_700,Power_700,'c--') legend(' P_e ','sfc = 252.8','sfc = 260','sfc = 280','sfc = 300','sfc = 320','sfc = 340','sfc = 360','sfc = 500','sfc = 700','Location','NorthWest') hold off %% Question 2 alpha = [atan(0) atan(0.04) atan(0.08)]; x_dot = (0:0.01:300)/3.6; % [m/s] A = 1.90; % [m^2] cd = 0.35; fr = 0.01; % given by Malin Kjellberg figure(2) figure_2_color = ['b','r','g'] for i=1:3 P_w(:,i) = ((fr + sin(alpha(i))*m*g*x_dot) + .5*rho*cd*A*x_dot.^3)/1000; P_e(:,i) = P_w(:,i)/theta_t; plot(x_dot,P_e(:,i),figure_2_color(i)) hold on end legend('0%','4%','8%')

ylim([0,160]) title('Road Diagram') xlabel('v [m/s]') ylabel('P_e [kW]') set(gca,'XDir','reverse') hold off %% Question 3 xi_tr = [4.08 2.52 1.77 1.26 1.00] xi_fd = 3.07; N_e = (0:1:7620)'/60;

figure_3_color = ['b','r','g','m','c'] figure(3) %% Wheel Speed vs Engine speed for i=1:5 N_w(:,i) = N_e./ (xi_tr(:,i)*xi_fd) ; w_w(:,i) = N_w(:,i)*(2*pi); plot(w_e,w_w(:,i),figure_3_color(i)) hold on end title('Transmission Diagram') legend('1^{st}','2^{nd}','3^{rd}','4^{th}','5^{th}','Location','SouthWest') xlabel('\omega\_{e} [rad/s]') ylabel('\omega\_{w} [rad/s]') set(gca,'YDir','reverse') ylim([0,250]) figure(4) %% Vehicle Speed vs Wheel Speed x_dot_w = x_dot/(r_r) plot(x_dot,x_dot_w) legend('\omega\_e vs \omega\_w') ylim([0,250]) xlabel('v [m/s]') ylabel('\omega\_{w} [rad/s]') set(gca,'YDir','reverse') set(gca,'XDir','reverse') title('Wheel Diagram') %% Question 4 figure(1) hold on plot([0,537.5],[11.86,11.86],'r',[537.5,537.5],[0,11.86],'r') plot([0,382.6],[11.86,11.86],'r',[382.6,382.6],[0,11.86],'r') figure(2) hold on plot([0,30],[11.86,11.86],'r',[30,30],[0,11.86],'r') figure(3) hold on plot([0,537.5],[98.93,98.93],'r',[537.5,537.5],[0,98.93],'r') plot([0,382.6],[98.93,98.93],'r',[382.6,382.6],[0,98.93],'r') figure(4) hold on plot([0,30],[98.93,98.93],'r',[30,30],[0,98.93],'r') P_e_4th = ((382.6-366.5)*(87.08-79.82)/(392.7-366.5)) + 79.82; P_e_4th_marg = P_e_4th - 11.86 P_e_3rd = ((537.5-523.6)*(125.2-118.2)/(549.8-523.6)) + 118.2; P_e_3rd_marg = P_e_3rd - 11.86 bsfc_4th = 575/(1000*1000*3600); bsfc_3rd = 700/(1000*1000*3600); bsfc_opt = 252.8/(1000*1000*3600); Q_LHV = 44e6; % [J/kg] theta_th_4th = 1/(bsfc_4th*Q_LHV) theta_th_3rd = 1/(bsfc_3rd*Q_LHV)

theta_th_opt = 1/(bsfc_opt*Q_LHV) % 4b) gamma_m_3rd = 1.04 + 0.0025*((xi_tr(3)*xi_fd)^2) gamma_m_4th = 1.04 + 0.0025*((xi_tr(4)*xi_fd)^2) P_w_3rd = P_e_3rd*theta_t; P_w_4th = P_e_4th*theta_t; x_dotdot_3rd = (P_w_3rd*1e3 - ((fr + sin(alpha(1)))*m*g*30) (.5*rho*cd*A*30^3))/(gamma_m_3rd*m*30) x_dotdot_4th = (P_w_4th*1e3 - ((fr + sin(alpha(1)))*m*g*30) (.5*rho*cd*A*30^3))/(gamma_m_4th*m*30) % 4c) grada_3rd = tan(asin(( ( grada_4th = tan(asin(( ( %% Question 5 gamma_m_1st = 1.04 + 0.0025*((xi_tr(1)*xi_fd)^2); gamma_m_5th = 1.04 + 0.0025*((xi_tr(5)*xi_fd)^2); Acc_ratio_5th_to_1st = gamma_m_1st / gamma_m_5th %% Question 6 x_dot_max = ((N_p_max/60)/((xi_tr(5)*xi_fd)))*r_r*2*pi*3.6 %% Question 7 bsfc_xdot_max = 310; %[g/kWh] m_dot_f = bsfc_xdot_max*114.6/3600; % [g/s] t_100km = (100*1000/(230/3.6)); % [s/100km] m_f_100km = m_dot_f*t_100km/1000 % [g/100km] fuel_per_100km = m_f_100km/m_f (P_w_3rd*1e3) - (.5*rho*cd*A*30^3) ) / (m*g*30) ) - fr)) (P_w_4th*1e3) - (.5*rho*cd*A*30^3) ) / (m*g*30) ) - fr))