BOOST UsersGuide

Version 4.0.
4
Users Guide
June 2004
Users Guide BOOST Version 4.0.4
Address comments concerning this document to:
AVL LIST GmbH
A-8020 Graz Hans-List-Platz 1
Phone: +43 316 787-1615
Telefax: +43 316 787-1922
E-Mail: boost_support@avl.com
Web Site: http://www.avl.com
Revision Date Description Document No.
A 01-Sep-1995 Users Guide v2.0 01.0104.0425
B 01-Apr-1997 Users Guide v3.1 01.0104.0426
C 01-Aug-1998 Users Guide v3.2 01.0104.0427
D 01-Apr-2000 Users Guide v3.3 01.0104.0428
E 12-Apr-2002 Users Guide v4.0 01.0104.0429
F 03-Mar-2003 Users Guide v4.0.1 01.0104.0434
G 18-Jul-2003 Users Guide v4.0.3 01.0104.0439
H 23-Jun-2004 Users Guide v4.0.4 01.0104.0449
Copyright 2004, AVL
All rights reserved. No part of this publication may be reproduced, transmitted, transcribed,
stored in a retrieval system, or translated into any language, or computer language in any form or
by any means, electronic, mechanical, magnetic, optical, chemical, manual or otherwise, without
prior written consent of AVL.
This document describes how to run the BOOST software. It does not attempt to discuss all the
concepts of 1D gas dynamics required to obtain successful solutions. It is the users responsibility
to determine if he/she has sufficient knowledge and understanding of gas dynamics to apply this
software appropriately.
This software and document are distributed solely on an "as is" basis. The entire risk as to their
quality and performance is with the user. Should either the software or this document prove
defective, the user assumes the entire cost of all necessary servicing, repair or correction. AVL and
its distributors will not be liable for direct, indirect, incidental or consequential damages resulting
from any defect in the software or this document, even if they have been advised of the possibility
of such damage.
All mentioned trademarks and registered trademarks are owned by the corresponding owners.
AST.01.0104.0449 - 23-Jun-2004 i
Table of Contents
1. Introduction_____________________________________________________1-1
1.1. Scope _______________________________________________________________________1-1
1.2. User Qualifications ___________________________________________________________1-1
1.3. Symbols _____________________________________________________________________1-2
1.4. Documentation_______________________________________________________________1-2
1.5. Platforms____________________________________________________________________1-3
1.6. BOOST_HOME Environment Variable _________________________________________1-3
2. Theoretical Basis ________________________________________________2-1
2.1. The Cylinder_________________________________________________________________2-1
2.1.1. High Pressure Cycle, Basic Equation________________________________________2-1
2.1.1.1. Combustion Models ___________________________________________________2-3
2.1.1.2. Heat Release Approach ________________________________________________2-4
2.1.1.3. Extended Heat Release Approach ______________________________________2-10
2.1.1.4. Quasi-dimensional Combustion Models _________________________________2-12
2.1.1.5. Theoretical Combustion Models________________________________________2-22
2.1.1.6. User Models _________________________________________________________2-23
2.1.2. Gas Exchange Process, Basic Equation _____________________________________2-23
2.1.2.1. Port Massflow Rates__________________________________________________2-24
2.1.2.2. Scavenging __________________________________________________________2-26
2.1.3. Piston Motion ___________________________________________________________2-28
2.1.4. Heat Transfer ___________________________________________________________2-29
2.1.4.1. In Cylinder Heat Transfer ____________________________________________2-29
2.1.4.2. Port Heat Transfer ___________________________________________________2-33
2.1.5. Dynamic In-Cylinder Swirl________________________________________________2-34
2.1.6. Blow-By Losses in the Cylinder____________________________________________2-34
2.1.7. Wall Temperature _______________________________________________________2-35
2.1.8. Direct Gasoline Injection _________________________________________________2-35
2.1.9. Divided Combustion Chamber_____________________________________________2-36
2.1.10. BURN Utility __________________________________________________________2-39
2.2. Plenum (Variable Plenum) ___________________________________________________2-39
2.3. Flow Restriction (Rotary Valve) _______________________________________________2-41
2.4. Check Valve ________________________________________________________________2-42
2.5. Junction____________________________________________________________________2-43
2.6. Turbocharger _______________________________________________________________2-44
2.7. Mechanically Driven Superchargers ___________________________________________2-46
2.8. Fuel Injector or Carburetor___________________________________________________2-47
2.9. Waste Gate _________________________________________________________________2-48
2.10. Pipe Flow _________________________________________________________________2-48
BOOST Version 4.0.4 Users Guide
ii AST.01.0104.0449 - 23-Jun-2004
2.10.1. Bends _________________________________________________________________2-52
2.10.2. Variable Wall Temperature ______________________________________________2-53
2.10.2.1. Forced Convection __________________________________________________2-53
2.10.2.2. Free Convection ____________________________________________________2-54
2.10.3. Forward / Backward Running Waves______________________________________2-54
2.10.4. Perforated Pipe ________________________________________________________2-55
2.10.4.1. Perforated Pipe contained in Pipe_____________________________________2-55
2.10.4.2. Perforated Pipe contained in Plenum__________________________________2-56
2.11. Pipe Attachment (System or Internal Boundary)_______________________________2-56
2.12. Assembled Elements________________________________________________________2-58
2.12.1. Catalyst _______________________________________________________________2-58
2.12.2. Particulate Filter _______________________________________________________2-58
2.13. Engine Control Unit and Wire _______________________________________________2-58
2.14. Gas Properties _____________________________________________________________2-60
2.15. Definition of Global Engine Data (SI-Units) ___________________________________2-61
2.15.1. Cylinder Data __________________________________________________________2-62
2.15.2. Gas Exchange Related Data______________________________________________2-65
2.16. Abbreviations ______________________________________________________________2-70
3. Graphical User Interface ________________________________________3-1
3.1. BOOST Specific Operations ___________________________________________________3-1
3.1.1. Menu Bar ________________________________________________________________3-2
3.1.2. BOOST Buttons __________________________________________________________3-4
3.1.3. Elements Tree____________________________________________________________3-4
3.1.4. Model Tree_______________________________________________________________3-8
3.1.5. Data Input Window_______________________________________________________3-9
3.1.5.1. Sub-group Icons______________________________________________________3-10
3.1.6. Table Window___________________________________________________________3-10
3.2. General Input Data__________________________________________________________3-12
3.2.1. Simulation Tasks ________________________________________________________3-12
3.2.1.1. Date, Project ID and Run ID __________________________________________3-13
3.2.1.2. Simulation Tasks ____________________________________________________3-13
3.2.2. General Control _________________________________________________________3-13
3.2.2.1. Engine Speed ________________________________________________________3-14
3.2.2.2. Steady State / Transient Simulation____________________________________3-14
3.2.2.2.1. Engine Only Transient Calculation ___________________________________3-14
3.2.2.2.2. Driver Transient Calculation ________________________________________3-15
3.2.2.3. Calculation Modes____________________________________________________3-21
3.2.2.4. Identical Cylinders ___________________________________________________3-21
3.2.2.5. User-Defined Concentrations __________________________________________3-21
3.2.2.6. Mixture Preparation__________________________________________________3-21
3.2.2.7. Fuel Data ___________________________________________________________3-21
3.2.2.8. Reference Conditions _________________________________________________3-22
3.2.2.9. Gas Properties _______________________________________________________3-22
AST.01.0104.0449 - 23-Jun-2004 iii
3.2.3. Time Step Control _______________________________________________________3-23
3.2.4. FIRE Link Control_______________________________________________________3-25
3.2.5. BMEP Control __________________________________________________________3-25
3.2.6. Convergence Control _____________________________________________________3-26
3.2.7. Engine Friction__________________________________________________________3-27
3.2.8. Volumetric Efficiency ____________________________________________________3-27
3.3. Design a BOOST Calculation Model ___________________________________________3-28
3.3.1. Pipe Design _____________________________________________________________3-28
3.4. Specification of Input Data for Elements _______________________________________3-28
3.4.1. Pipe____________________________________________________________________3-28
3.4.1.1. Bending Radius ______________________________________________________3-29
3.4.1.2. Friction Coefficient___________________________________________________3-30
3.4.1.3. Heat Transfer Factor _________________________________________________3-30
3.4.1.4. Variable Wall Temperature____________________________________________3-30
3.4.2. Cylinder ________________________________________________________________3-31
3.4.2.1. Combustion Model ___________________________________________________3-33
3.4.2.2. Divided Combustion Chamber _________________________________________3-47
3.4.2.3. Heat Transfer _______________________________________________________3-48
3.4.2.4. Scavenging __________________________________________________________3-50
3.4.2.5. Valve / Port Data_____________________________________________________3-51
3.4.3. Measuring Point_________________________________________________________3-58
3.4.4. Boundaries______________________________________________________________3-58
3.4.4.1. System Boundary ____________________________________________________3-58
3.4.4.2. Aftertreatment Boundary _____________________________________________3-60
3.4.4.3. Internal Boundary ___________________________________________________3-61
3.4.5. Transfer Elements _______________________________________________________3-62
3.4.5.1. Flow Restriction _____________________________________________________3-62
3.4.5.2. Rotary Valve_________________________________________________________3-63
3.4.5.3. Check Valve _________________________________________________________3-64
3.4.5.4. Fuel Injector / Carburetor _____________________________________________3-64
3.4.5.5. Pipe Junction________________________________________________________3-65
3.4.6. Volume Elements ________________________________________________________3-67
3.4.6.1. Plenum _____________________________________________________________3-67
3.4.6.2. Variable Plenum_____________________________________________________3-70
3.4.6.3. Perforated Pipe in Pipe _______________________________________________3-71
3.4.7. Assembled Elements _____________________________________________________3-72
3.4.7.1. Air Cleaner __________________________________________________________3-72
3.4.7.2. Catalyst_____________________________________________________________3-73
3.4.7.3. Air Cooler ___________________________________________________________3-74
3.4.7.4. Diesel Particulate Filter (DPF) ________________________________________3-75
3.4.8. Charging Elements ______________________________________________________3-76
3.4.8.1. Turbocharger________________________________________________________3-76
3.4.8.2. Positive Displacement Compressors ____________________________________3-84
3.4.8.3. Turbo Compressor ___________________________________________________3-85
iv AST.01.0104.0449 - 23-Jun-2004
3.4.8.4. Waste Gate __________________________________________________________3-85
3.4.9. External Links Elements _________________________________________________3-86
3.4.9.1. FIRE Link___________________________________________________________3-86
3.4.9.2. User Defined Element ________________________________________________3-86
3.4.10. Control Elements _______________________________________________________3-87
3.4.10.1. Wire _______________________________________________________________3-87
3.4.10.2. Engine Control Unit_________________________________________________3-88
3.4.10.3. MATLAB DLL Element______________________________________________3-92
3.4.10.4. MATLAB API Element ______________________________________________3-94
3.4.11. Acoustic Elements ______________________________________________________3-95
3.4.11.1. Microphone ________________________________________________________3-95
3.5. Case Series Calculation ______________________________________________________3-96
3.5.1. Parameters _____________________________________________________________3-96
3.5.1.1. Assign Parameters ___________________________________________________3-96
3.5.1.1.1. Assign a Model Parameter ___________________________________________3-96
3.5.1.1.2. Assign an Element Parameter _______________________________________3-97
3.5.1.1.3. Case Explorer ______________________________________________________3-98
3.6. Running a Simulation________________________________________________________3-99
3.7. Utilities ___________________________________________________________________3-102
3.7.1. BURN_________________________________________________________________3-102
3.7.1.1. Input Data Specification _____________________________________________3-102
3.7.1.2. Run the Calculation _________________________________________________3-105
3.7.1.3. Results_____________________________________________________________3-105
3.7.2. Search_________________________________________________________________3-105
3.7.3. License Manager _______________________________________________________3-106
3.7.4. Pack Model ____________________________________________________________3-107
4. External Links___________________________________________________4-1
4.1. MATLAB____________________________________________________________________4-1
4.1.1. Application Programming Interface (API) ___________________________________4-1
4.1.1.1. Running a MATLAB API Simulation ____________________________________4-2
4.1.2. Real Time Workshop ______________________________________________________4-4
4.1.3. Pure Code Generation_____________________________________________________4-8
4.1.4. System Function (s-function) ______________________________________________4-9
4.1.4.1. Running an s-function Simulation _____________________________________4-12
4.2. AVL FIRE__________________________________________________________________4-13
4.3. AVL CRUISE _______________________________________________________________4-13
5. BOOST Post-processing__________________________________________5-1
5.1. Analysis of Summary Results __________________________________________________5-1
5.2. Analysis of Cycle Dependent Results____________________________________________5-2
5.3. Analysis of Crank Angle Dependent Results _____________________________________5-9
5.4. Analysis of Composite Elements_______________________________________________5-14
5.5. Analysis of Frequency Dependent Results and Orifice Noise______________________5-15
AST.01.0104.0449 - 23-Jun-2004 v
5.6. Analysis of Case Series Results________________________________________________5-16
5.7. Analysis of Animated Results _________________________________________________5-17
5.8. Message Analysis____________________________________________________________5-18
5.8.1. Message Description _____________________________________________________5-19
5.8.2. Message Examples _______________________________________________________5-20
5.8.3. Fatal Errors_____________________________________________________________5-21
5.8.3.1. MATLAB API _______________________________________________________5-21
5.9. Analysis of Aftertreatment Analysis Results ____________________________________5-22
6. The BOOST Files ________________________________________________6-1
6.1. The .bwf Files________________________________________________________________6-1
6.2. The .bst Files ________________________________________________________________6-1
6.3. The .atm Files _______________________________________________________________6-1
6.4. The .rs0 and .rs1 Files ________________________________________________________6-2
6.5. The .uit File _________________________________________________________________6-2
6.6. The .gpf File _________________________________________________________________6-2
6.7. The rvalf.cat File _____________________________________________________________6-2
7. Recommendations _______________________________________________7-1
7.1. Modeling ____________________________________________________________________7-1
7.2. Analysis of Results ___________________________________________________________7-5
7.3. Important Trends ____________________________________________________________7-6
7.4. Turbocharger Matching ______________________________________________________7-12
8. Literature _______________________________________________________8-1
9. Appendix ________________________________________________________9-1
9.1. Running The Executable ______________________________________________________9-1
9.1.1. Command Line ___________________________________________________________9-1
9.1.1.1. Options ______________________________________________________________9-1
9.1.1.2. File Search Paths _____________________________________________________9-4
9.1.2. Batch Mode ______________________________________________________________9-5
9.1.2.1. Create Model with GUI ________________________________________________9-5
9.1.2.2. Preparing the Batch File: ______________________________________________9-5
9.1.2.3. Start the Run_________________________________________________________9-5
9.2. Required Input Data__________________________________________________________9-6
9.2.1. Engine Data _____________________________________________________________9-6
9.2.2. Turbocharging System Data _______________________________________________9-6
9.2.3. Fuel Data ________________________________________________________________9-6
9.2.4. Boundary Conditions______________________________________________________9-6
9.2.5. Drawings ________________________________________________________________9-6
9.2.6. Measurements ___________________________________________________________9-7
9.2.7. For Transient Simulation__________________________________________________9-7
9.3. Available Channel Data _______________________________________________________9-8
vi AST.01.0104.0449 - 23-Jun-2004
9.4. Compiling and Linking BOOST _______________________________________________9-10
9.4.1. NT Visual Studio ________________________________________________________9-10
9.4.2. UNIX __________________________________________________________________9-10
9.5. Using the BOOST Dynamic Link Library ______________________________________9-10
9.5.1.1. Loading Problems ____________________________________________________9-10
9.6. Flow Coefficients Directions __________________________________________________9-11
9.7. Variation Parameters from V3.3 to V4.0 _______________________________________9-12
AST.01.0104.0449 - 23-Jun-2004 vii
List of Figures
Figure 2-1: Energy Balance of Cylinder (High Pressure Cycle) ........................................................................... 2-2
Figure 2-2: Influence of Excess Air Ratio on IMEP............................................................................................... 2-4
Figure 2-3: Approximation of a Measured Heat Release....................................................................................... 2-6
Figure 2-4: Influence of Shape Parameter 'm' ........................................................................................................ 2-6
Figure 2-5: Superposition of Two Vibe Functions ............................................................................................... 2-10
Figure 2-6: Schematic of the Spray/Package Structure........................................................................................ 2-16
Figure 2-7: Schematic of the Physical Processes taking place in the Package................................................... 2-16
Figure 2-8: Energy Balance of Cylinder (Gas Exchange Process) ...................................................................... 2-24
Figure 2-9: Inner Valve Seat Diameter................................................................................................................. 2-25
Figure 2-10: User-Defined Scavenging Model ...................................................................................................... 2-28
Figure 2-11: Standard Crank Train ...................................................................................................................... 2-29
Figure 2-12: The Pressure Function .................................................................................................................. 2-41
Figure 2-13: Full Check Valve Model .................................................................................................................... 2-42
Figure 2-14: Flow Patterns in a Y-Junction......................................................................................................... 2-43
Figure 2-15: Waste Gate......................................................................................................................................... 2-48
Figure 2-16: Finite Volume Concept ..................................................................................................................... 2-50
Figure 2-17: Linear Reconstruction of the Flow Field ........................................................................................ 2-51
Figure 2-18: Pressure Waves from Discontinuities at Cell Borders................................................................... 2-51
Figure 2-19: Pipe Bend Parameters ...................................................................................................................... 2-52
Figure 2-20: Pipe Bend Loss Coefficient............................................................................................................... 2-52
Figure 2-21: Forward / Backward Running Waves.............................................................................................. 2-54
Figure 2-22: Perforated Pipes contained in Pipe ................................................................................................. 2-55
Figure 2-23: Two perforated Pipes contained in Plenum................................................................................... 2-56
Figure 2-24: Flow Chart of the ECU..................................................................................................................... 2-59
Figure 2-25: Considered Mass Fractions .............................................................................................................. 2-61
Figure 2-26: Relation of Gas Exchange Data........................................................................................................ 2-69
Figure 3-1: BOOST - Main Window........................................................................................................................ 3-1
Figure 3-2: Model Submenu..................................................................................................................................... 3-8
Figure 3-3: Data Input Window............................................................................................................................... 3-9
Figure 3-4: Element Sub-group Submenu............................................................................................................ 3-10
Figure 3-5: Table Window...................................................................................................................................... 3-11
Figure 3-6: Graph Context Menu .......................................................................................................................... 3-12
Figure 3-7: Simulation Control Simulation Tasks Window............................................................................. 3-12
Figure 3-8: Simulation Control Globals Window.............................................................................................. 3-13
Figure 3-9: Load Characteristic for Engine Only................................................................................................. 3-15
Figure 3-10: Driver Input Window........................................................................................................................ 3-17
Figure 3-11: Shifting Process................................................................................................................................. 3-18
Figure 3-12: Vehicle Input Window....................................................................................................................... 3-20
Figure 3-13: Simulation Control Constant Gas Properties Window............................................................... 3-22
Figure 3-14: Simulation Control Time Step Control Window......................................................................... 3-23
Figure 3-15: Simulation Control BMEP Control Window................................................................................ 3-25
Figure 3-16: Simulation Control Convergence Control Window..................................................................... 3-26
Figure 3-17: Example Table Input for Bending Radius ...................................................................................... 3-29
Figure 3-18: Standard Cranktrain......................................................................................................................... 3-31
Figure 3-19: Crank Angle related to Combustion Duration ............................................................................... 3-34
Figure 3-20: Flat Cylinder Head............................................................................................................................ 3-39
viii AST.01.0104.0449 - 23-Jun-2004
Figure 3-21: Disc Chamber Cylinder Head........................................................................................................... 3-39
Figure 3-22: Spherical Cylinder Head................................................................................................................... 3-39
Figure 3-23: Backset Special Cylinder Head ........................................................................................................ 3-40
Figure 3-24: Pent Roof Cylinder Head.................................................................................................................. 3-40
Figure 3-25: Flat Piston Top.................................................................................................................................. 3-41
Figure 3-26: Heron Piston Top.............................................................................................................................. 3-41
Figure 3-27: Spherical Bowl Piston Top ............................................................................................................... 3-41
Figure 3-28: Spherical Piston Top......................................................................................................................... 3-42
Figure 3-29: Pent Roof Piston Top........................................................................................................................ 3-42
Figure 3-30: Definition of Angle between Spark Plug and Bowl/Top Center ................................................... 3-43
Figure 3-31: Definition of Spark Plug Position.................................................................................................... 3-43
Figure 3-32: AVL MCC Combustion Model Window........................................................................................... 3-47
Figure 3-33: Scavenging Models ............................................................................................................................ 3-50
Figure 3-34: Valve Port Specifications Window................................................................................................... 3-51
Figure 3-35: Calculation of Effective Valve Lift................................................................................................... 3-52
Figure 3-36: Modification of Valve Lift Timing ................................................................................................... 3-52
Figure 3-37: Positive intake valve opening and closing shift (same value) ........................................................ 3-53
Figure 3-38: Positive intake valve closing shift only ............................................................................................ 3-53
Figure 3-39: Positive intake valve opening shift only........................................................................................... 3-53
Figure 3-40: Positive exhaust closing shift and positive intake opening shift ................................................... 3-53
Figure 3-41: Positive exhaust opening and closing shift (same value) ............................................................... 3-54
Figure 3-42: Positive exhaust opening shift only.................................................................................................. 3-54
Figure 3-43: Positive exhaust valve closing shift only.......................................................................................... 3-54
Figure 3-44: Positive exhaust valve closing shift and negative intake opening shift ........................................ 3-54
Figure 3-45: Negative exhaust shifts (same value) and positive intake shifts (same value) ............................ 3-55
Figure 3-46: Interpolation of Flow Coefficients ................................................................................................... 3-55
Figure 3-47: Definition of Window Geometry ...................................................................................................... 3-57
Figure 3-48: Calculation of Minimum Duct Cross Section.................................................................................. 3-57
Figure 3-49: Mounting of a Pipe End.................................................................................................................... 3-59
Figure 3-50: Engine Cylinder Sub-model.............................................................................................................. 3-61
Figure 3-51: Sudden Diameter Change................................................................................................................. 3-62
Figure 3-52: Flow Coefficients of a Junction........................................................................................................ 3-66
Figure 3-53: Perforated Pipe in Plenum Window................................................................................................ 3-69
Figure 3-54: Perforated Pipes Contained in Plenum........................................................................................... 3-69
Figure 3-55: Perforated Pipe in Pipe Window...................................................................................................... 3-71
Figure 3-56: Steady State Air Cleaner Performance ........................................................................................... 3-73
Figure 3-57: Deterioration Factor of a Twin Entry- or Multiple Entry Turbine.............................................. 3-78
Figure 3-58: Compressor Map................................................................................................................................ 3-79
Figure 3-59: Turbine Map ...................................................................................................................................... 3-81
Figure 3-60: PD-Compressor Map......................................................................................................................... 3-84
Figure 3-61: UDE Input ......................................................................................................................................... 3-86
Figure 3-63: Interaction between BOOST and External-Link Element............................................................ 3-87
Figure 3-64: Selection of ECU Actuator Channels .............................................................................................. 3-89
Figure 3-65: ECU Map Specification..................................................................................................................... 3-90
Figure 3-66: Time Constants for Transient ECU Functions .............................................................................. 3-91
Figure 3-67: MATLAB DLL Element Input ......................................................................................................... 3-92
Figure 3-68: Sensor Channel Selection................................................................................................................. 3-93
Figure 3-69: Actuator Channel Selection.............................................................................................................. 3-93
Figure 3-70: MATLAB API Element Input .......................................................................................................... 3-94
AST.01.0104.0449 - 23-Jun-2004 ix
Figure 3-71: Microphone Position......................................................................................................................... 3-95
Figure 3-72: Assign Parameter Menu................................................................................................................... 3-96
Figure 3-73: Model Parameter Window................................................................................................................ 3-97
Figure 3-74: Case Explorer Window...................................................................................................................... 3-98
Figure 3-75: Run Simulation Window................................................................................................................... 3-99
Figure 3-76: Simulation Status Window............................................................................................................. 3-100
Figure 3-77: View Cycle Simulation Logfile Window........................................................................................ 3-101
Figure 3-78: View Aftertreatment Analysis Logfile Window............................................................................ 3-101
Figure 3-79: View Animation Logfile Window................................................................................................... 3-102
Figure 3-80: Burn Utility - Fitting Data Window.............................................................................................. 3-103
Figure 3-81: Search Utility Displaying Initialization Data for Pipes............................................................... 3-106
Figure 3-82: License Manager Window............................................................................................................... 3-106
Figure 4-1: Simulink Settings for the Integration Algorithm.............................................................................. 4-5
Figure 4-2: Simulink Settings for the MAT-Files .................................................................................................. 4-6
Figure 4-3: Simulink Settings for the Boost-DLL Creation.................................................................................. 4-7
Figure 4-4: The BOOST MATLAB/SIMULINK Library..................................................................................... 4-10
Figure 4-5: Mask Parameters Window.................................................................................................................. 4-11
Figure 5-1: Summary Analysis Window.................................................................................................................. 5-2
Figure 5-2: IMPRESS Chart Main Window............................................................................................................ 5-3
Figure 5-3: Show Elements Window..................................................................................................................... 5-15
Figure 5-4: Microphone position............................................................................................................................ 5-16
Figure 5-5: Create Series Results Window........................................................................................................... 5-17
Figure 5-6: PP3 Main Window............................................................................................................................... 5-18
Figure 5-7: Message Analysis Window.................................................................................................................. 5-18
Figure 5-8: MATLAB API Error - version mismatch .......................................................................................... 5-21
Figure 7-1: Modeling of Steep Cones....................................................................................................................... 7-1
Figure 7-2: Modeling of an Intake Receiver ........................................................................................................... 7-2
Figure 7-3: Modeling of an Intake Receiver with Pipes and Junctions ............................................................... 7-2
Figure 7-4: Intake Receiver Models......................................................................................................................... 7-3
Figure 7-5: Influence of Intake Receiver Modeling on Volumetric Efficiency and Air Distribution ................ 7-3
Figure 7-6: Exhaust Port Modeling......................................................................................................................... 7-4
Figure 7-7: Modeling Multi-Valve Engines............................................................................................................. 7-5
Figure 7-8: Influence of In-Cylinder Heat Transfer on Engine Performance..................................................... 7-7
Figure 7-9: Influence of Port Flow Coefficients on Engine Performance............................................................ 7-7
Figure 7-10: Influence of IVC on Engine Performance......................................................................................... 7-8
Figure 7-11: Influence of EVO on the Engine Performance................................................................................. 7-8
Figure 7-12: Air Feed to Intake Receiver................................................................................................................ 7-9
Figure 7-13: Influence of Air Feed Pipe Length on Engine Performance ......................................................... 7-10
Figure 7-14: Influence of Number of Cylinders on Engine Performance.......................................................... 7-10
Figure 7-15: Intake Running Length.................................................................................................................... 7-11
Figure 7-16: Influence of Intake Runner Length on Engine Performance ....................................................... 7-11
Figure 7-17: Engine Operating Line in the Compressor Map ............................................................................ 7-13
Figure 7-18: Engine Operating Line in the Compressor Map (compressor too small)..................................... 7-14
Figure 7-19: Engine Operating Line in the Compressor Map (compressor too large) ..................................... 7-14
Figure 7-20: Engine Operating Line in the Compressor Map (correct compressor) ........................................ 7-15
Figure 7-21: Engine Operating Point in the Turbine Map ................................................................................. 7-15
23-Jun-2004 1-1
1. INTRODUCTION
BOOST simulates a wide variety of engines, 4-stroke or 2-stroke, spark or auto-ignited.
Applications range from small capacity engines for motorcycles or industrial purposes up
to large engines for marine propulsion. BOOST can also be used to simulate the
characteristics of pneumatic systems.
The BOOST program package consists of an interactive pre-processor which assists with
the preparation of the input data for the main calculation program. Results analysis is
supported by an interactive post-processor.
The new pre-processing tool of the AVL Workspace Graphical User Interface features a
model editor and a guided input of the required data. The calculation model of the engine
is designed by selecting the required elements from a displayed element tree by mouse-
click and connecting them by pipe elements. In this manner even very complex engine
configurations can be modelled easily, as a large variety of elements is available.
The main program provides optimised simulation algorithms for all available elements.
The flow in the pipes is treated as one-dimensional. This means that the pressures,
temperatures and flow velocities obtained from the solution of the gas dynamic equations
represent mean values over the cross-section of the pipes. Flow losses due to three-
dimensional effects, at particular locations in the engine, are considered by appropriate
flow coefficients. In cases where three-dimensional effects need to be considered in more
detail, a link to AVL's three-dimensional flow simulation code FIRE is available. This
means that a multi-dimensional simulation of the flow in critical engine parts can be
combined with a fast one-dimensional simulation elsewhere. This feature could be of
particular interest for the simulation of the charge motion in the cylinder, the scavenging
process of a two-stroke engine or for the simulation of the flow in complicated muffler
elements.
The IMPRESS Chart and PP3 post-processing tools analyze the multitude of data resulting
from a simulation. All results may be compared to results of measurements or previous
calculations. Furthermore, an animated presentation of selected calculation results is
available. This also contributes to developing the optimum solution to the user's problem.
A report template facility assists with the preparation of reports.
1.1. Scope
This document describes the basic concepts and methods for using the BOOST Version
4.0.1 program to perform engine cycle simulation.
1.2. User Qualifications
Users of this manual:
Must be qualified in basic UNIX and/or Microsoft Windows.
Must be qualified in basic engine cycle simulation.
1-2 23-Jun-2004
1.3. Symbols
The following symbols are used throughout this manual. Safety warnings must be strictly
observed during operation and service of the system or its components.
!
Caution: Cautions describe conditions, practices or procedures which
could result in damage to, or destruction of data if not strictly observed or
remedied.
Note: Notes provide important supplementary information.

Convention Meaning
Italics
For emphasis, to introduce a new term or for manual titles.
monospace To indicate a command, a program or a file name,
messages, input / output on a screen, file contents or
object names.
SCREEN-KEYS A SCREEN font is used for the names of windows and
keyboard keys, e.g. to indicate that you should type a
command and press the ENTER key.
MenuOpt A MenuOpt font is used for the names of menu options,
submenus and screen buttons.
1.4. Documentation
BOOST documentation is available in PDF format and consists of the following:
Release Notes
User's Guide
Primer
Examples
Aftertreatment
Aftertreatment Primer
Linear Acoustics
1D 3D Coupling
Thermal Network Generator (TNG) Users Guide
Thermal Network Generator (TNG) Primer
Validation
AVL Workspace Installation Guide (Windows NT and UNIX)
AVL Workspace GUI Introduction
FLEXlm User's Guide
23-Jun-2004 1-3
1.5. Platforms
BOOST has been compiled on the following platforms:
Platform Operating
System
Version Bin directory Notes
Windows 2000, XP ia32-unknown-winnt
Silicon Graphics IRIX64 6.5 mips4-sgi-irix6.5 mips4 64bit
Hewlett Packard HP-UX 11.00 pa-risc-hp-hpux11.00 PA-RISC 2.0
IBM AIX 5.1 rs6000-ibm-aix4.3
Linux Linux 2.4 ia32-unknown-linux
1.6. BOOST_HOME Environment Variable
In order for BOOST to locate required files (e.g. gas property files) the environment
variable BOOST_HOME must be set correctly. This should be done automatically during
installation and should point to the bin directory for the appropriate platform. For
example, an NT installation might have the following settings:
Variable: BOOST_HOME
Value: C:\AVL\BOOST\v4.0.4\bin\bin.ia32-unknown-winnt
The value of this environment variable should be checked before running BOOST.
23-Jun-2004 2-1
2. THEORETICAL BASIS
Theoretical background including the basic equations for all available elements is
summarized in this chapter to give a better understanding of the AVL BOOST program.
This chapter does not intend to be a thermodynamics textbook, nor does it claim to cover
all aspects of engine cycle simulation.
2.1. The Cylinder
2.1.1. High Pressure Cycle, Basic Equation
The calculation of the high pressure cycle of an internal combustion engine is based on the
first law of thermodynamics:
( )
d
dm
h
d
dQ
d
dQ
d
dV
p
d
u m d
BB
BB
w F
c
c
+ =
(2.1.1)
( )
d
u m d
c

change of the internal energy in the cylinder
d
dV
p
c
piston work
d
dQ
F
fuel heat input
d
dQ
w
wall heat losses
d
dm
h
BB
BB
enthalpy flow due to blow-by
c
m mass in the cylinder
u specific internal energy
c
p cylinder pressure
V cylinder volume
F
Q fuel energy
w
Q wall heat loss
crank angle
BB
h enthalpy of blow-by
d
dm
BB
blow-by mass flow
2-2 23-Jun-2004
Figure 2-1: Energy Balance of Cylinder (High Pressure Cycle)
The first law of thermodynamics for high pressure cycle states that the change of the
internal energy in the cylinder is equal to the sum of piston work, fuel heat input, wall
heat losses and the enthalpy flow due to blow-by.
Equation 2.1.1 is valid for engines with internal and external mixture preparation.
However, the terms, which take into account the change of the gas composition due to
combustion, are treated differently for internal and external mixture preparation.
For internal mixture preparation it is assumed that
the fuel added to the cylinder charge is immediately combusted
the combustion products mix instantaneously with the rest of the cylinder
charge and form a uniform mixture
as a consequence, the A/F ratio of the charge diminishes continuously from a
high value at the start of combustion to the final value at the end of
combustion.
For external mixture preparation it is assumed that
the mixture is homogenous at the start of combustion
as a consequence, the A/F ratio is constant during the combustion
burned and unburned charge have the same pressure and temperature
although the composition is different.
In order to solve this equation, models for the combustion process and the wall heat
transfer, as well as the gas properties as a function of pressure, temperature, and gas
composition are required.
23-Jun-2004 2-3
Together with the gas equation
c o c c
T R m
V
p =
1
(2.1.2)
establishing the relation between pressure, temperature and density, equation 2.1.2 or
2.1.3 for the in-cylinder temperature can be solved using a Runge-Kutta method. Once the
cylinder temperature is known, the cylinder pressure can be obtained from the gas
equation.
2.1.1.1. Combustion Models
The combustion of fuel in an engine is a chemical process influenced by many parameters.
One of these is the ratio between air and fuel. If more air is available than required to
burn the fuel completely the combustion is called lean. The opposite is called rich
combustion. The ratio between air and fuel at which neither unburned fuel nor air
remains after combustion is the stoichiometric air fuel ratio. The following equation for
the stoichiometric air requirement specifies how much air is required for a complete
combustion of 1 kg fuel:
(
|
.
|
\
|
+ + =
Fuel kg
Air kg o s h c
L
st

00 . 32 06 . 32 032 . 4 01 . 12
85 . 137 (2.1.3)
For lean combustion, the total heat supplied during the cycle can be calculated from the
amount of fuel in the cylinder and the lower heating value of the fuel. The lower heating
value is a fuel property and can be calculated from the following formula:
+ + + = s n h c H
u
10465 6280 93870 34835
[ ] kg kJ w o / 2440 10800 (2.1.4)
u
H lower heating value
c mass fraction of carbon in the fuel
h mass fraction of hydrogen in the fuel
o mass fraction of oxygen in the fuel
s mass fraction of sulfur in the fuel
n mass fraction of nitrogen in the fuel
w mass fraction of water in the fuel
In rich combustion, the total heat supplied during the cycle is limited by the amount of air
in the cylinder. The fuel is totally converted to combustion products even if the amount of
air available is less than the amount of stoichiometric air.
However, the composition of the combustion products is different if fuel is burned under
rich or lean conditions. The composition itself depends on the type of fuel used, the air fuel
ratio, pressure and temperature. It is always the same if sufficient time is available to
reach chemical equilibrium.
2-4 23-Jun-2004
It is well known that under real engine conditions, complete combustion as assumed above
can never be achieved. This is very important for excess air ratios close to 1.0 (the excess
air ratio is defined as the ratio between the amount of air in the cylinder and the amount
required for stoichiometric combustion).
For this reason, a model for the fuel conversion factor, which considers the incomplete
combustion for excess air ratios between 0.9 and 1.2, was included in the BOOST program.
Figure 2-2: Influence of Excess Air Ratio on IMEP
Figure 2-2 shows the Indicated Mean Effective Pressure (IMEP) of a gasoline engine with a
fixed amount of air in the cylinder as a function of excess air ratio.
2.1.1.2. Heat Release Approach
The simplest approach to model the combustion process is the direct specification of the
rate of heat release.
The rate of heat release of an engine at a specific operating point is determined from the
measured cylinder pressure history. By means of a reversed high pressure cycle
calculation, i.e. by solving equations 2.1.2 or 2.1.3 for
d
dQ
F
instead for
d
dT
c
, the heat
release versus crank angle is obtained.
To simplify this approach, only the dimensionless heat input characteristic must be
specified over crank angle. From the total heat supplied to the cycle, which is determined
by the amount of fuel in the cylinder and by the A/F ratio, BOOST calculates the actual
heat input per degree crank angle.
For the direct input of the rate of heat release curve the following options are available:
1. Table
The heat release curve is approximated by specifying reference points versus crank
angle. The y-values are scaled to obtain an area of one beneath the curve. Values
between the points specified are obtained by linear interpolation.
23-Jun-2004 2-5
2. Vibe Function
The Vibe function [C13] is often used to approximate the actual heat release
characteristics of an engine:
( )
( ) 1
1
+

+
=
m
y a m
c
e y m
a
d
dx

(2.1.5)
Q
dQ
dx = (2.1.6)
c
o
y
= (2.1.7)
Q total fuel heat input
crank angle
o
start of combustion
c
combustion duration
m shape parameter
a Vibe parameter a = 6.9 for complete combustion
The integral of the vibe function gives the fraction of the fuel mass which was burned
since the start of combustion:
( )
+

= =
1
1
m
y a
e d
d
dx
x
(2.1.8)
x mass fraction burned
Figure 2-3 shows the approximation of an actual heat release diagram of a DI Diesel
engine by a vibe function. The start of combustion, combustion duration and shape
parameter were obtained by a least square fit of the measured heat release curve.
2-6 23-Jun-2004
Figure 2-3: Approximation of a Measured Heat Release
In Figure 2-4 the influence of the vibe shape parameter 'm' on the shape of the vibe
function is shown.
Figure 2-4: Influence of Shape Parameter 'm'
3. Vibe Two Zone
For engines with external mixture preparation, the selection of a two zone model is
possible. The rate of heat release, and thus the mass fraction burned, is specified by a
vibe function. However the assumption that burned and unburned charges have the
same temperature is dropped. Instead the first law of thermodynamics is applied to
the burned charge and unburned charge respectively [C10].
d
dm
h
d
dm
h
d
dQ
d
dQ
d
dV
p
d
u dm
b BB
b BB
b
u
Wb F b
c
b b
,
,
+ + =

(2.1.9)
23-Jun-2004 2-7
=
d
dm
h
d
dm
h
d
dQ
d
dV
p
d
u dm
u BB
u BB
B
u
Wu u
c
u u
,
,
(2.1.10)
index b burned zone
index u unburned zone
The term
d
dm
h
B
u
covers the enthalpy flow from the unburned to the burned zone due
to the conversion of a fresh charge to combustion products. Heat flux between the two
zones is neglected.
In addition the sum of the volume changes must be equal to the cylinder volume
change and the sum of the zone volumes must be equal to the cylinder volume.
d
dV
d
dV
d
dV
u b
= + (2.1.11)
V V V
u b
= + (2.1.12)
Substituting into equation 2.1.11, together with some elementary algebra leads to an
equation for the derivative of the burned zone temperature versus crankangle.
( )
(
(
(
d
T
u
d
T m u u
d
dm
d
dQ
d
dQ
T
u
m
d
dT
b
b b u B
b Wb F
b
b
b
b
1
( ) ( )
(
d
dR
T m
V
V
d
dR
T m T R T R
d
dm
d
dV
p
u
u u
u
b b
b b u u b b
b
b b b
|
|
|
|
.
|
\
|
d
T
u
d
T m
d
dQ
u
u u
Wu
b
(2.1.13)
with:
u b b u
u b u
b
V V
V V

+
+
=
u b b u
b u
b
V V
V
+
=
2-8 23-Jun-2004
u b b u
b b u
b
V V
V V
=
T
u
R
T
u
b u
b u
b u
b u
=
,
,
,
,
A similar equation can be found for the temperature derivative of unburned zone:
( )
(
(
(
T
u
d
T m u u
d
dm
d
dQ
d
dQ
T
u
m
d
dT
b
b b u b
b Wb F
u
u
u
u
1
( ) ( )
(
d
dR
T m
V
V
d
dR
T m T R T R
d
dm
d
dV
p
u
u u
u
b b
b b u u b b
b
u u u
|
|
|
|
.
|
\
|
T
u
d
T m
d
dQ
u
u u
wu
u
(2.1.14)
The amount of mixture burned at each time step is obtained from the Vibe function
specified by the user. For all other terms, like wall heat losses etc., models similar to
the single zone models with an appropriate distribution on the two zones are used.
A knock model calculates the minimum octane number required for engine operation
free of knock. The threshold for the onset of knock is exceeded if the integral
( )
dt
t
t
o iD
1
(2.1.15)
iD
ignition delay at the unburned zones condition is larger than one before the
end of combustion is reached.
The ignition delay for the knock model depends on the octane number of the fuel and
the gas condition according to
T
B
n a
iD
e p ON A

=
(2.1.16)
23-Jun-2004 2-9
iD
ignition delay [ms]
ON octane number of the fuel
p pressure [atm]
T temperature [K]
B n a A , , , model constants
A= 17.68 ms
a =3.402
n =1.7
B =3800 K
4. Double Vibe Function
The superposition of two vibe functions (Double Vibe) is used to approximate the
measured heat release characteristics of a compression ignition (CI) engine more
accurately. In this case two vibe functions are specified, the first one is used to model
the premixed burning peak and the second one to model the diffusion controlled
combustion. If the fuel allotment to each of the vibe functions is known, the heat
releases obtained from the two vibe functions can be added, thus giving a double vibe
heat release, Figure 2-5.
2-10 23-Jun-2004
Figure 2-5: Superposition of Two Vibe Functions
2.1.1.3. Extended Heat Release Approach
For the simulation of engine transients, the above mentioned approaches are not sufficient
because the heat release characteristics change with engine speed and load. As the speed
and load profile for a transient is not known prior to a simulation run, a model predicting
the rate of heat release dependent on the operating point is required.
23-Jun-2004 2-11
WOSCHNI / ANISITS Model
For diesel engines the approach used is based on the model by Woschni and Anisits [C1].
The vibe function and the characteristic parameters of one operating point must be
defined. The model predicts the change of the vibe parameters according to the actual
operating conditions:
5 . 0
6 . 0
,
|
|
.
|
\
|
|
|
.
|
\
|
=
ref
ref
ref c c
n
n
AF
AF
(2.1.17)
3 . 0
,
,
6 . 0
|
|
.
|
\
|
|
|
.
|
\
|
|
|
.
|
\
|
|
|
.
|
\
|
=
ref IVC
ref IVC
ref IVC
IVC
ref
ref
n
n
T
T
p
p
id
id
m m (2.1.18)
c
combustion duration
AF air fuel ratio
n engine speed
m Vibe shape parameter
id ignition delay
IVC
p pressure at intake valve closes
IVC
T in-cylinder temperature at intake valve closes
Index
ref
at reference operating point
The ignition delay is calculated with the relations found by Andree and Pachernegg [C3]
which assume that the ignition of the injected fuel droplets takes place if the integral of gas
temperature versus time exceeds a threshold.
HIRES ET AL Model
For gasoline engines the change of the combustion duration and the ignition delay is
calculated from the in-cylinder conditions at ignition timing [C2].
3 / 2
3 / 1
,
|
|
.
|
\
|
|
|
.
|
\
|
=
s
s
f
f
n
n
ref ref
ref
ref c c
(2.1.19)
3 / 2 3 / 1
|
|
.
|
\
|

|
|
.
|
\
|
=
s
s
f
f
n
n
id id
ref
ref ref
ref
(2.1.20)
s laminar flame speed
f piston to head distance at ignition timing
The laminar flame speed itself is a function of the in-cylinder conditions, the A/F ratio and
the mole fraction of the residual gases [C4].
2-12 23-Jun-2004
2.1.1.4. Quasi-dimensional Combustion Models
SI ENGINES
The quasi-dimensional combustion model for SI engines implemented in BOOST predicts
the rate of heat release in a homogeneous charge engine. Thereby the influence of the
following parameters is considered [C10, C11, C12]
The combustion chamber shape
The spark plug location and spark timing
The composition of the cylinder charge (residuals, recirculated exhaust gas, air
and fuel vapor)
The macroscopic charge motion and turbulence level
The thermodynamics of the two zone combustion model is outlined in section 2.1.1.2 - Vibe
Two Zone. The two zone vibe is used to calculate the gas conditions of the combustion
products (i.e. the burned zone) and the remaining fresh charge (i.e. the unburned zone).
However the rate of heat release is determined from Equation 2.1.21 rather than a user
supplied vibe function
b
b e b
m m
dt
dm
= (2.1.21)
b
m total mass burned
e
m mass entrained into flame
b
characteristic combustion time
The mass entrained is calculated from the flame surface area, the density of the unburned
zone, the laminar flame speed and the turbulence intensity:
( )( )
it
t
l f u
e
e S u A
dt
dm

/
1

+ = (2.1.22)
u
density of unburned zone
f
A Flame surface area
u turbulence intensity
l
S laminar flame speed
it
characteristic combustion time at ignition timing
t time since ignition
A spherical propagation of the flame from the spark plug through the combustion chamber
is assumed. With this assumption the instantaneous flame radius, the flame area and the
wetted piston, head and liner surface of the burned and unburned zone can be determined
from purely geometrical considerations.
23-Jun-2004 2-13
However, experimental evidence shows that both entrainment and depletion of fuel do not
strictly follow geometrical correlations. This is corrected by an approach by Bargende
[C21], which improves the heat release versus crankangle. This approach is referred to as
Empirically Based Combustion Model (EBCM). Therefore, the following correction is
introduced into Equation 2.1.22.
( )( )( ) ) 1 ( 1
/
B B m S
t
l f u
e
Y Y b b e S u A
dt
dm
it
+ + =

(2.1.23)
with
B
Y denoting the volume of the burned gas. The parameters
S
b and
m
b are determined
as follows:
S
b = 2.13 - 0.26 X
m
b = 2.9 - 5.5( - 0.9) + 0.17
ZZP
where X is the residual gas content.
Since the above mentioned method relies on empirical correlations, a physically based
approach takes into account the interaction between turbulence and combustion. This
approach is referred to as Physically Based Combustion Model (PBCM). This leads to
increased turbulence, which contributes to the entrainment of fresh charge as follows:
( )( ) ) ( ( )( ) X e S X u u A
dt
dm
it
t
l B C f u
e
+ + =

1 1 1
/
(2.1.24)
where X
B
stands for the mass fraction burned.
The turbulent velocities are weighted by the mass fraction of unburned gas to effect the
fresh charge only. Furthermore, Equation 2.1.24 accounts for a decreasing combustion
rate, when the mass of residual gas increases. The additional turbulent intensity due to
combustion is estimated as follows:
3 1
|
|
.
|
\
|
=
ZZP
B
ZZP C
u u
(2.1.25)
For the calculation of the turbulence intensity u , a simple k model with the following
assumptions is used:
The global turbulence is neither influenced by diffusion nor boundary layer
flows
The turbulence is isotropic
No swirl is generated during the intake stroke
The turbulence is generated entirely during the intake stroke
The moment of momentum is conserved according to the rapid distortion
theory
The overall flow pattern has just one component in the direction of the cylinder
axis
2-14 23-Jun-2004
The turbulent kinetic energy k is defined as:
( )
2 2 2 2
2
3
5 . 0 u u u u k
z y x
= + + = (2.1.26)
and is its rate of dissipation.
The rate of change of the turbulent kinetic energy is described by
+ = D P
dt
dk
(2.1.27)
dt
d k
P

3
2
=
2 / 3
k
l
C
=
P production
D diffusion, this term is neglected i.e. it is set to zero
C model constant
l turbulent length scale
For the prediction of the knocking characteristics, the two zone vibe model is used as
described in section 2.1.1.2.
CI ENGINES
BOOST uses two models for the prediction of the combustion characteristics in direct
injection compression ignition engines: the method proposed by Hiroyasu and the MCC
model developed by AVL.
HIROYASU et al. Model
The formulation of Hiroyasu et al. [C14, C15, C16, C17] requires a minimum degree of
user input based on the overall properties of the engine (geometrical parameters, injection
rate diagram etc..) and then calculates the spreading of an evaporating spray, its ignition
and subsequent high temperature combustion.
Despite the complexity of spray combustion processes in high pressure environments, the
formalism is particularly suited to cost-effective, parametric studies on engines with the
aim of lowering levels of NOx and soot. This is partly because the governing equations
draw on a considerable amount of experimental work relating to turbulent flows involving
droplet combustion. In the following the main theoretical features of the model will be
briefly described. More detailed information is available in the references cited above.
23-Jun-2004 2-15
An important feature of the model is the manner in which the spray enters the combustion
chamber. Liquid fuel is introduced into the domain by means of annular packages, shown
in Figure 2-6, which behave as self-contained fluid elements. Each individual package
entrains air from and exchanges heat with its surroundings without regard for its
neighboring packages. The liquid fuel is represented as droplets whose size distribution is
determined by empirical equations. It is assumed that there is no heat, mass and
momentum transfer between the various packages and that each annular section is subject
to circumferential symmetry. The packages move forward so that they always remain in
contact and cannot overtake one another, somewhat like a plug flow. The number of
packages created is determined by the user through his choice of the radial resolution and
the time step used for the calculation. At every time step of the calculation during the fuel
injection period a new cross-sectional array of packages is brought into the computational
domain.
The evolution of the spray is defined by empirical equations stemming from detailed
experimental investigations. These equations determine the axial location of the packages.
The volume or deformation of the packages is controlled by the inter-coupled physical
processes such as entrainment of the surrounding cylinder gas into the package, droplet
evaporation within the package, heat loss to the walls and heat release resulting from the
diffusion flame type combustion. The various physical processes are illustrated in Figure 2-7.
2-16 23-Jun-2004
Figure 2-6: Schematic of the Spray/Package Structure
Figure 2-7: Schematic of the Physical Processes taking place in the Package
The droplet size distribution within a package, expressed in terms of the Sauter mean
diameter (the Sauter mean diameter,
32
D , is the diameter of a droplet whose ratio of
volume to surface area is equal to that of the entire spray) is given by the following
empirical expressions:
(
=
D
D
D
D
MAX
D
D
HS LS
32 32 32
, (2.1.28)
18 . 0 54 . 0
75 . 0 12 . 0 32
Re 12 . 4
|
|
.
|
\
|
|
|
.
|
\
|
=

a
l
a
l
LS
We
D
D
(2.1.29)
23-Jun-2004 2-17
47 . 0 37 . 0
32 . 0 25 . 0 32
Re 38 . 0

|
|
.
|
\
|
|
|
.
|
\
|
=
a
l
a
l
HS
We
D
D
(2.1.30)
MAX larger of the two values appearing in the square brackets
dynamic (absolute) viscosity
density
subscript l liquid
subscript a air
Each individual package has its own Sauter mean diameter, which together with the mass
of liquid fuel in the package provides a value for the number of droplets in it. Using an
energy and mass balance for a single droplet in each package, ordinary differential
equations can be set up for the rate of change of the droplet temperature and diameter
which are subsequently solved using a fourth order Runge-Kutta-Gill method. The details
can be found in [C14].
The solution of these equations yields values for the amount of gaseous fuel available in
the package and the change in temperature which is experienced as a result of the heating
up of the droplet by the surroundings and its subsequent evaporation.
The spray tip is defined by the first set of packages which are injected into the combustion
chamber. Experimental studies demonstrate that the spray tip penetration, S is directly
proportional to the time elapsed after the start of injection up to a break-up time,
b
t , and
that thereafter t S . The complete set of equations for the penetration length along the
axis of symmetry of the nozzle is as follows:
b
t t < < 0 ,
2
l
P
c v
= vt S = (2.1.31)
,
b
t t ,
2
2
1
25 . 0
t
D P
c v
n
a
|
|
.
|
\
|
=
vt S 2 = (2.1.32)
where:
2
2
1
|
|
.
|
\
|
=
c
v
P
inj
e
|
|
.
|
\
|
=
4
6
n
e
D inj
g e
inj
D
N t
Q N
V

2 / 1
2

|
|
.
|
\
|

=
a
N l b
P
D
C
t

2-18 23-Jun-2004
Constant = 15.8
C Constant = 0.39
p pressure drop across the nozzle
inj
V injection velocity
e
N engine speed
inj
t injection duration
D
N number of nozzle holes
n
D nozzle hole diameter
g
Q total fuel mass injected
The above empirical equations are strictly speaking only valid for initially quiescent air
flows. When the in-cylinder flow has a swirling motion, the following modification is
proposed for the penetration length, designated as S c S S
S S S
= : where
1
30
1

|
|
.
|
\
|
+ = S
v
N R
c
inj
e S
S

and
S
R is the swirl number. It is assumed that the injection
pressure and swirl ratio remain constant during this period.
For off-axis penetration lengths Hiroyasu et al. propose the following modification to
account for the penetration of a package along the
th
L radial section when counting the
axial one as L = 1:
( ) [ ]
2 3
1 10 557 . 8 exp =

L S S
L
.
The amount of air entrained into a package is treated using the principle of conservation of
momentum. A simple 1-D analysis yields:
( ) ( )
|
|
.
|
\
|
=
t t v t v
v m C m
p p
inj fu ov
ov
air
1 1
(2.1.33)
ov
C coefficient of overall air entrainment
fu
m fuel mass in the package
( ) t v
p
current package velocity
The velocity can be obtained using the relations described in the previous section. It is to
be expected that such a level of phenomenological analysis of what is a complicated process
would incorporate constants of proportionality. Consequently Hiroyasus formulation
modifies the air entrainment prescribed by Equation 2.1.34 when the following physical
effects also become relevant:
before ignition and wall impingement
ov
air big
big
air
m C m = ;
after ignition but before wall impingement
ov
air aig
aig
air
m C m = ;
23-Jun-2004 2-19
after wall impingement
ov
air aw
aw
air
m C m = .
The constants require calibration and should be adjusted to reproduce measurements of
the pressure trace, for example, in an engine. Once they have been suitably calibrated they
can be used as part of a parametric study.
Ignition is modeled in terms of an ignition delay; in other words no explicit chemistry is
employed to account for this. A global ignition criterion is not employed, which means that
each package is considered individually. The ignition delay period comes to an end when
the following condition has been satisfied in the package:
( )
=
1
0
1
, ,

p p
T P
t d
(2.1.34)
P cylinder pressure
p
T package temperature
p
package equivalence ratio
i
ignition delay (time)
The integration begins at the start of injection. At every time step the additional
contribution to the integral is added to the existing sum and when the cumulative value
equals or just exceeds unity then
i
is taken as the ignition delay. The function
( )
p p
T P , , is based on the following empirical relation:
( )
|
|
.
|
\
|
=

p
p p p
T
E
p x T P
*
04 . 1 5 . 2 3
exp 10 0 . 4 , , (2.1.35)
*
E ratio of activation energy to the universal gas constant (typically 5000)
Generally the consumption of fuel is controlled by the local stoichiometry in the package.
For this purpose upper and lower flammability limits are employed,
r
fu
Y and
l
fu
Y
respectively. In addition the combustion can be either evaporation or entrainment rate
controlled, depending on the value of the local fuel mass fraction
) (
fu
Y
in relation to its
theoretical stoichiometric value ) (
st
fu
Y . The results are summarized in terms of ratio of fuel
burned in the package, ( )
fu
Y R :
if
l
fu fu
Y Y < or
r
fu fu
Y Y > then ( )
fu
Y R = 0. If the mixture strength lies outside
the flammability limits, there will be no combustion.
if
r
fu fu
st
fu
Y Y Y , then ( )
fu
Y R = -0.2683 + 0.008106
|
|
.
|
\
|
Y
Y
fu
1
. Here
combustion proceeds as fast as entrainment of air into the package allows. The
quantity of fuel consumed (referred to as
entr
fu
m ) is limited by the local O
2
concentration in that package. Consequently ( )
fu
entr
st fu
entr
fu
Y R m m =
,
.
2-20 23-Jun-2004
if
st
fu fu
l
fu
Y Y Y < < , then ( )
fu
Y R = 1. In this combustion regime the evaporation
of the droplet is rate limiting. Under these circumstances all gaseous fuel
present are consumed by the local mixture rich in oxygen.
For n-dodecane Yoshizaki et al. [C11] quote the following values:
st
fu
Y = 0.06007,
r
fu
Y =
0.232 and
l
fu
Y = 0.04. The heat release due to chemical reaction is then taken to be the
sum of all the heat releases in the various packages. The latter is evaluated by multiplying
the mass of fuel consumed to the fuels calorific heating value.
Although all packages are assumed to have the same pressure, their temperatures are
different. This is an essential requirement if the NO
x
predictions are to be realistic. The
temperature in each package is evaluated using an iterative procedure whereby the
enthalpy of the mixture is expressed in terms of the composition and a polynomial
expression involving the temperature. Eleven chemical species are taken into
consideration, namely: CO, CO
2
, O
2
, H
2
, H
2
O, OH, H, O, N
2
, N and NO. Except for NO and
N all other species are assumed to be in partial equilibrium. Consequently the calculation
of their concentrations does not require a chemical mechanism. The minimization of the
Gibbs free energy is sufficient. For rich mixtures, where the equivalence ratio can be less
than unity, the actual equivalence ratio used for the equilibrium calculation is arbitrarily
set to unity, in order to avoid unrealistically high levels of intermediates from being
predicted. However, NO formation is a non-equilibrium process. The well-known extended
Zeldovich mechanism is employed, which therefore only predicts the thermal contribution
to NO
X
. The details can be found in the aforementioned papers.
The concentration of soot in the exhaust is governed by its formation and oxidation
processes during the engine cycle. Based on the existing knowledge of soot chemistry, for
example its sensitivity to pressure, temperature and equivalence ratio, the following
suggestions for the soot formation and consumption rates are postulated:
|
|
.
|
\
|
=
RT
E
P m A
dt
dm
sf
f f
sf
g
exp
5 . 0
(2.1.36)
|
|
.
|
\
|
=
RT
E
P
P
Po
m A
dt
dm Sc
s c
sc
exp
8 . 1 2
(2.1.37)
S
m soot mass
fg
m gaseous fuel mass
sf
m soot mass formed
sc
m soot mass oxidated
sf
E Activation energy formation
|
.
|
\
|
=
kmol
kcal
4
10 25 . 1
sc
E Activation energy oxidation
|
.
|
\
|
=
kmol
kcal
4
10 4 . 1
23-Jun-2004 2-21
The actual soot formation rate is obtained by taking the difference between Equations
(2.1.36) and (2.1.37). The constants
f
A and
c
A need to be calibrated for a specific test
case where measurements are available so that they can be used as part of a sensitivity
analysis for that particular engine.
AVL MCC Model
The Mixture Controlled Combustion (MCC) model [C18, C19] requires less input than the
Hiroyasu model. By shortening the ignition delay due to developments in recent years, the
causal and thus time related connection between injection and combustion have become
very close. So the heat release is considered to be controlled by the fuel quantity available
and the turbulent kinetic energy density:
( ) ( ) V k f Q M f C
d
dQ
F Mod
, ,
2 1
=
(2.1.38)
with
( )
LCV
Q
M Q M f
F F
= ,
1
(2.1.39)
( )
|
|
.
|
\
|
=
3
2
exp ,
V
k
C V k f
Rate
(2.1.40)
Mod
C Model Constant [kJ/kg/deg CrA]
C
Rate
Constant of mixing rate [s]
k local density of turbulent kinetic energy [m2/s2]
F M injected fuel mass [kg]
LCV lower heating value [kJ/kg]
Q cumulative heat release [kJ]
V instantaneous cylinder volume [m3]
Crank Angle [deg CrA]
Since the distribution of squish and swirl to the kinetic energy are relatively small, only
the kinetic energy input from the fuel spray is taken into account. The amount of kinetic
energy imparted to the cylinder charge is determined by the injection rate using
3
2
,
18
F F
F kin
V
A
n
d
dE

|
|
.
|
\
|
=
(2.1.41)
A effective nozzle hole area [m
2
]
F
fuel density [kg/m
3
]
F
V
injection rate [m
3
/s]
2-22 23-Jun-2004
n engine speed [rpm]
For the calculation of the instantaneous level of kinetic energy the dissipation should be
taken into account also. The dissipation is considered as proportional to the kinetic energy
giving:
diss F kin
Diss
F kin diss F kin
E
n
C
d
dE
d
dE
, ,
, , ,
6
=

(2.1.42)
With oxidation the kinetic energy of the jet is transferred to the combustion gas. So for
mixture preparation, only the kinetic energy of the unburned fuel can be utilized for
mixture preparation. The local turbulent kinetic energy density k is then given by
( )
stoich Diff F
Diss F kin
Turb
m M
E
C k
+
=
1
, ,
(2.1.43)
The constant
Turb
C considers the efficiency of the transformation from kinetic energy to
turbulent energy.
Turb
C constant for turbulence generation [-]
F kin E , kinetic jet energy [J]
Diss F kin E , , kinetic jet energy considering dissipation [J]
stoich m stoichiometric mass of fresh charge [kg/kg]
Diff Air Excess Ratio for diffusion burning [-]
2.1.1.5. Theoretical Combustion Models
For theoretical investigations, BOOST allows the specification of the following theoretical
combustion models:
1. Constant Volume
The complete charge is burned instantaneously at the specified crankangle.
2. Constant Pressure
Part of the charge is burned instantaneously at top dead center to achieve the desired
peak firing pressure. The remaining charge is burned in such a way as to maintain the
specified PFP.
This combination of constant volume and constant pressure combustion is also called
Seiliger process.
If the pressure at the end of the compression stroke already exceeds the specified PFP,
combustion starts when the pressure drops below this pressure during the expansion
stroke.
23-Jun-2004 2-23
2.1.1.6. User Models
USER MODEL
By linking a user supplied subroutine (usrcmb.for) to BOOST, the user may define heat
release characteristics using BOOSTs high pressure cycle simulation.
USER DEFINED HIGH PRESSURE CYCLE
The user-defined high pressure cycle (user supplied subroutine usrhpr.for) replaces the
entire high pressure cycle simulation of BOOST.
2.1.2. Gas Exchange Process, Basic Equation
The Equation for the simulation of the gas exchange process is also the first law of
thermodynamics:
( )
e
e
i
i w
c
c
h
d
dm
h
d
dm
d
dQ
d
dV
p
d
u m d
+ =

(2.1.44)
c m mass in the cylinder
c
p cylinder pressure
V cylinder volume
w Q wall heat loss
actual crank angle
i
dm mass element flowing into the cylinder
e
dm mass element flowing out of the cylinder
i
h enthalpy of the in-flowing mass
e
h enthalpy of the mass leaving the cylinder
2-24 23-Jun-2004
Figure 2-8: Energy Balance of Cylinder (Gas Exchange Process)
The variation of the mass in the cylinder can be calculated from the sum of the in-flowing
and out-flowing masses:

=
d
dm
d
dm
d
dm
e i c
(2.1.45)
2.1.2.1. Port Massflow Rates
The mass flow rates at the intake and exhaust ports are calculated from the Equations for
isentropic orifice flow under consideration of the flow efficiencies of the ports determined
on the steady state flow test rig.
From the energy Equation for steady state orifice flow, the Equation for the mass flow
rates can be obtained:

=
1
1
2
o o
o eff
T R
p A
dt
dm
(2.1.46)
dt
dm
mass flow rate
eff
A effective flow area
1 o
p upstream stagnation pressure
1 o
T upstream stagnation temperature
o
R gas constant
23-Jun-2004 2-25
For subsonic flow,
(
(
(
|
|
.
|
\
|
|
|
.
|
\
|
=
+
1
1
2
2
1
2
1
o o
p
p
p
p
, (2.1.47)
2
p downstream static pressure
ratio of specific heats
and for sonic flow,
1 1
2
1
1
max
+
|
.
|
\
|
+
= =

. (2.1.48)
The actual effective flow area can be determined from measured flow coefficients :
4
2

=
vi
eff
d
A (2.1.49)
flow coefficient of the port
vi
d inner valve seat diameter (reference diameter)
The flow coefficient varies with valve lift and is determined on a steady-state flow test
rig. The flow coefficient, , represents the ratio between the actual measured mass flow
rate at a certain pressure difference and the theoretical isentropic mass flow rate for the
same boundary conditions. The flow coefficient is related to the cross section area. of the
attached pipe.
The inner valve seat diameter used for the definition of the normalized valve lift can be
seen in the following figure:
Figure 2-9: Inner Valve Seat Diameter
The composition of the gases leaving the cylinder via the exhaust port is determined by the
scavenging model.
2-26 23-Jun-2004
2.1.2.2. Scavenging
A perfect mixing model is usually used for four-stroke engines. This means that the
composition of the exhaust gases is the mean composition of the gases in the cylinder, and
also that the energy content of the exhaust gases is equivalent to the mean energy content
of the gases in the cylinder. In this case the change of the air purity over crank angle can
be calculated from the following Formula:
( )
d
dm
R
m d
dR
i
c
= 1
1
(2.1.50)
R air purity
In the case of a two-stroke engine, the perfect mixing model is not sufficient for accurate
simulations. For this reason BOOST also offers a perfect displacement scavenging model
and a user-defined scavenging model.
In the perfect displacement model no mixing between intake and residual gases takes place
and pure residual gases leave the cylinder (so long as they are available).
The User-defined scavenging model used in the BOOST code divides the cylinder into the
displacement zone and the mixing zone.
The mass balance is based on the following scavenging types:
SCAVENGING TYPE A
According to the (positive) Scavenging Quality
SC
Q the incoming gas delivers both the
displacement and the mixing zone while pure mixing zone gas is leaving the cylinder
0 > =
IZ
ID
SC
m
m
Q
ID
m massflow into the displacement zone
IZ
m massflow into the cylinder
SCAVENGING TYPE B
According to the (negative) Scavenging Quality
SC
Q the incoming gas is flowing into the
mixing zone and partially short-circuited to the exhaust port, while shortcut and mixing
zone gas is leaving the cylinder.
0 < =
IZ
IS
SC
m
m
Q
IS
m shortcut massflow
IZ
m massflow into the cylinder
Taking these two scavenging types into account, the Scavenging Quality Function
) (SE Q
SC
is calculated from the user defined Scavenging Efficiency Function SE(SR).
23-Jun-2004 2-27
( )
( ) ( )
Z
AS
const V
const
SREF
AS
V
t V
m
t m
t SR
CY
=
=
= =
AS
m aspirated mass
SREF
m reference mass of cylinder charge
AS
V volume of aspirated charge
Z
V cylinder reference volume
( )
( ) ( )
Z
TAS
const V
const
ZEVC
TAS
V
t V
m
t m
t SE
CY
=
=
= =
TAS
m
aspirated mass trapped
ZEVC
m total mass of cylinder charge at EVC (Exhaust Valve Closing)
TAS
V volume of aspirated charge trapped
Z
V cylinder reference volume
To consider the different zone temperatures (and densities) during the scavenging process,
the scavenging efficiency SE(t) (used for calculating the scavenging quality
SC
Q (t)=
)) ( ( t SE Q
SC
) is determined as follows:
( )
( )
( )
( )
( )
( )
( ) t
t m
d
m m
t SE
Z
Z
t
t EF
EF
IZ
IZ
|
|
.
|
\
|
=
0

IZ
m mass flow into the cylinder
EF
m fresh charge mass flow out of the cylinder
Z
m total mass of cylinder charge
IZ
density of mass flow into the cylinder
EF
density of fresh charge mass flow out of the cylinder
Z
density of cylinder charge
0
t intake valve opening time
2-28 23-Jun-2004
In order to specify the quality of the scavenging system of a two-stroke engine, scavenging
efficiency is required as a function of scavenge ratio SE(SR). This can be obtained from
scavenging tests or the literature.
Figure 2-10: User-Defined Scavenging Model
2.1.3. Piston Motion
Piston Motion applies to both the High Pressure Cycle (Section 2.1.1) and the Gas
Exchange Process (Section 2.1.2).
For a standard crank train the piston motion as a function of the crank angle can be
derived from Figure 2-11:
23-Jun-2004 2-29
Figure 2-11: Standard Crank Train
( ) ( ) ( )
2
sin 1 cos cos
|
.
|
\
|
+ + + =
l
e
l
r
l r l r s (2.1.51)
|
.
|
\
|
+
=
l r
e
arcsin (2.1.52)
s piston distance from TDC
r crank radius
l con-rod length
crank angle between vertical crank position and piston TDC position
e piston pin offset
a crank angle relative to TDC
2.1.4. Heat Transfer
2.1.4.1. In Cylinder Heat Transfer
The heat transfer to the walls of the combustion chamber, i.e. the cylinder head, the
piston, and the cylinder liner, is calculated from:
( )
wi c w i wi
T T A Q = (2.1.53)
wi
Q wall heat flow (cylinder head, piston, liner)
i
A surface area (cylinder head, piston, liner)
w
heat transfer coefficient
c
T gas temperature in the cylinder
wi
T wall temperature (cylinder head, piston, liner)
2-30 23-Jun-2004
In the case of the liner wall temperature, the axial temperature variation between the
piston TDC and BDC position is taken into account:
c x
e
T T
x c
TDC L L
=

1
,
(2.1.54)
|
|
.
|
\
|
=
BDC L
TDC L
T
T
c
,
,
ln (2.1.55)
L
T liner temperature
TDC L
T
,
liner temperature at TDC position
BDC L
T
,
liner temperature at BDC position
x relative stroke (actual piston position related to full stroke)
For the calculation of the heat transfer coefficient, BOOST provides the following heat
transfer models:
Woschni 1978
Woschni 1990
Hohenberg
Lorenz (for engines with divided combustion chamber only)
AVL 2000 Model
WOSCHNI Model
The Woschni model published in 1978 [C5] for the high pressure cycle is summarized as
follows:
( )
8 . 0
,
1 , 1 ,
1 ,
2 1
53 . 0 8 . 0 2 . 0
130
(
(
+ =

o c c
c c
c D
m c c w
p p
V p
T V
C c C T p D (2.1.56)
1
C
= 2.28 + 0.308
u
c /
m
c
2
C = 0.00324 for DI engines
2
C = 0.00622 for IDI engines
D cylinder bore
m
c mean piston speed
u
c circumferential velocity
D
V displacement per cylinder
o c
p
,
cylinder pressure of the motored engine [bar]
1 , c
T temperature in the cylinder at intake valve closing (IVC)
1 , c
p pressure in the cylinder at IVC [bar]
23-Jun-2004 2-31
The modified Woschni heat transfer model published in 1990 [C6] aimed at a more
accurate prediction of the heat transfer at part load operation:
8 . 0
2 . 0
2
1
53 . 0 8 . 0 2 . 0
2 1 130
(
(
|
.
|
\
|
+ =

IMEP
V
V
c c T p D
TDC
m c c w
(2.1.57)
TDC
V TDC volume in the cylinder
V actual cylinder volume
IMEP indicated mean effective pressure
In the case that
( )
2 . 0
2
1 ,
1 ,
1 ,
2
2
|
.
|
\
|

IMEP
V
V
c C p p
V p
T V
C
TDC
m o c c
c
c D
,
the heat transfer coefficient is calculated according to the formula published in 1978.
For the gas exchange process, both Woschni models use the same Equation for the heat
transfer coefficient:
( )
8 . 0
3
53 . 0 8 . 0 2 . 0
130
m c c w
c C T p D =

(2.1.58)
m u
c c C / 417 . 0 18 . 6
3
+ =
w
heat transfer coefficient
D cylinder bore
m
c mean piston speed
u
c circumferential velocity
HOHENBERG Model
In the Hohenberg heat transfer model [C7] the following equation is used for the
calculation of the heat transfer coefficient:
( )
8 . 0 4 . 0 8 . 0 06 . 0
4 . 1 130 + =

m c c w
c T p V (2.1.59)
2-32 23-Jun-2004
LORENZ Model
The Lorenz Heat Transfer Equation is valid for a cylinder with an attached combustion
chamber. In Equation 2.1.56 and 2.1.57 the characteristic speed is:
m C
c C w =
1
C
w characteristic speed in the cylinder
For the Lorenz equation the term
C
w is modified:
m
CP
C
C C
x D
dt
dV
w
1
. .
4
+
(2.1.60)
dt
dV
CP
volume flow from the connecting pipe to the cylinder
x clearance between the cylinder head and the piston
AVL 2000 Heat Transfer Model
The heat transfer during gas exchange strongly influences the volumetric efficiencies of
the engine, especially for low engine speeds. Based on AVL experience the Woschni heat
transfer has been modified to take this effect into account. During the gas exchange the
heat transfer coefficient is calculated from the following equation:
(
(
|
|
.
|
\
|
|
.
|
\
|
=

8 . 0
2
4
53 . 0 8 . 0 2 . 0
013 . 0 ,
in
in
Woschni
v
d
d
c T p d Max (2.1.61)
heat transfer coefficients [J/K/M2]
4
C = 14.0
d bore [m]
p pressure [Pa]
T temperature [K]
in
d pipe diameter connected to intake port [m]
in
v intake port velocity [m/s]
The diameter of the intake port directly at the valve is of special significance for this
model, therefore these diameters of the intake ports should be accurately specified over the
whole port length.
23-Jun-2004 2-33
2.1.4.2. Port Heat Transfer
During the gas exchange process it is essential also to consider the heat transfer in the
intake and exhaust ports. This may be much higher than for a simple pipe flow because of
the high heat transfer coefficients and temperatures in the region of the valves and valve
seats. In the BOOST code, a modified Zapf heat transfer model is used:
( )
w
c m
A
w u d
T e T T T
p
p
w
+ =
|
|
.
|
\
|
(2.1.62)
The heat transfer coefficient,
p
, depends on the direction of the flow (in or out of the
cylinder): The formula
[ ]
(
+ =

vi
v
vi u u u p
d
h
d m T T C T C C 797 . 0 1
5 . 1 5 . 0 44 . 0 2
6 5 4
(2.1.63)
is used for outflow and the formula
[ ]
(
+ =

vi
v
vi u u p
d
h
d m T T C T C C 765 . 0 1
68 . 1 68 . 0 33 . 0 2
9 8 7
(2.1.64)
is used for inflow.
p
heat transfer coefficient in the port
d
T downstream temperature
u
T upstream temperature
T
w
port wall temperature
A
w
port surface area
m mass flow rate
c
p
specific heat at constant pressure
h
v
valve lift
d
vi
inner valve seat diameter
The following table contains the constants used in the formulas above.
Exhaust Valve Intake Valve
4
C 1.2809
7
C 1.5132
5
C
-4
10 0451 . 7
8
C
-4
10 7.1625
6
C
-7
10 4.8035
9
C
-7
10 3719 . 5
2-34 23-Jun-2004
2.1.5. Dynamic In-Cylinder Swirl
BOOST allows the user to specify the swirl characteristics of an intake port versus valve
lift. During the intake process, the moment of momentum of the mass entering the
cylinder is calculated from the instantaneous mass flow rate and the swirl produced at the
instantaneous valve lift. The in-cylinder swirl at the end of the time step is calculated
from
( )
( )
( ) ( )
|
|
.
|
\
|
+
+
= +
swi
piston
piston
i sw c
c
sw
n
v
v
dm t n t m
t t m
t t n
1
(2.1.65)
sw
n in-cylinder swirl
c
m in-cylinder mass
i
dm in-flowing mass
swi
n swirl of in-flowing mass
piston
v actual piston velocity
piston
v
mean piston velocity
2.1.6. Blow-By Losses in the Cylinder
BOOST considers blow-by losses in the cylinder using the specified effective blow-by gap
and the mean crankcase pressure. The blow-by mass flow rates are calculated at any time
step from the orifice flow Equations (2.1.46 - 2.1.48).
The effective flow area is obtained from the cylinder bore and from the effective blow-by
gap:
= D A
eff
(2.1.66)
eff
D cylinder bore
blow-by gap
If the cylinder pressure exceeds the mean crankcase pressure, the cylinder pressure and
temperature are used as upstream stagnation pressure and temperature. The mean
crankcase pressure represents the downstream static pressure. The gas properties are
taken from the cylinder.
The blow-by gas has the same energy content as the gases in the cylinder.
If the cylinder pressure is lower than the mean crankcase pressure, the pressure in the
crankcase is used as upstream stagnation pressure, and the cylinder pressure as the
downstream static pressure. The upstream stagnation temperature is set equal to the
piston wall temperature, and the gas composition is set equal to the composition of the gas
which left the cylinder just before the reverse flow into the cylinder started.
23-Jun-2004 2-35
2.1.7. Wall Temperature
The cycle averaged wall temperatures influence the wall heat losses during the high
pressure cycle and thus the efficiency of the engine. During the gas exchange, the heat
transfer from the cylinder walls heats the fresh charge and lowers the volumetric efficiency
of the engine. The heat balance between the heat flux from the working gas in the cylinder
to the cooling medium determines the wall temperatures.
For transient simulations, this energy balance can be calculated for the cylinder head/fire
deck, the liner, and the piston. In addition, the heat balance of the port walls may be
considered. The 1D heat conduction equation is solved using the average heat flux over
one cycle as boundary condition at the combustion chamber side and the heat transfer to
the cooling medium on the outside. With these assumptions the heat conduction Equation
2
2
dx
T d
c dt
dT
=
(2.1.67)
T wall temperature
conductivity of wall material
density of wall material
c specific heat capacity of wall material
can be solved. The mathematical formulation of the boundary conditions is:
dx
dT
q
in
= (2.1.68)
in
q average heat flux to the combustion chamber wall
( )
CM WO CM out
T T q = (2.1.69)
out
q heat flux to cooling medium
CM
outer heat transfer coefficient
WO
T outer combustion chamber wall temperature
CM
T temperature of cooling medium
For the piston, another term for the heat flux to the liner is taken into account.
2.1.8. Direct Gasoline Injection
Depending on the operating point, direct gasoline injection engines are operated either
with homogenous or stratified charges. The former operating strategy is applied near wide
open throttle (WOT) operation. The fuel is injected into the cylinder early during the
intake stroke. The charge is cooled by the evaporating fuel and thus the volumetric
efficiency is increased.
2-36 23-Jun-2004
In the stratified operation mode fuel is injected late during the compression stroke. A
balance must be found between sufficient time for the mixture preparation avoiding a fuel
cloud spread too wide. Insufficient mixture preparation or a too wide spread of the fuel
cloud result in poor fuel consumption and high emissions.
For part load operation the stratified operation strategy is preferred as it allows to control
the engine load by the quantity of fuel injected at full or only slightly reduced air flow
through the engine. The engine is less throttled and the reduction of pumping losses
increases the fuel economy of the engine.
The model for direct gasoline injection in BOOST relies on the specification of the rate of
evaporation. It is assumed that the density of the liquid fuel is much higher compared to
the fuel vapor density. Hence the presence of liquid fuel can be neglected.
In the equation describing the conservation of mass in the cylinder, a term is added to
account for the fuel evaporation. Similarly the energy conservation equation is extended
by the term
dt
dm
f q
ev
ev

ev
q evaporation heat of the fuel
f fraction of evaporation heat from the cylinder charge
ev
m evaporating fuel
2.1.9. Divided Combustion Chamber
Indirect Injection (IDI)-Diesel engines or lean burn gas engines with ignition in a
stoichiometric or even rich mixture in a pre-chamber may be modeled in BOOST with
divided combustion chamber.
The combustion chamber is connected to the cylinder. For modeling the fuel or air fuel
mixture feed of gas engines to the combustion chamber, pipes may be attached also to the
chamber.
The energy Equation of the cylinder (2.1.1) must be modified by a term considering the
energy flow associated with mass flow from the chamber to the cylinder or vice versa.
Thus 2.1.1 becomes:
( )
d
dm
h
d
dm
h
d
dQ
d
dQ
d
dV
p
d
u m d
cp
cp
BB
BB
w F
C
c
+ + =
(2.1.70)
d
dm
h
cp
cp
enthalpy flow from/to the connecting pipe
23-Jun-2004 2-37
The concentration changes due to the flows from the chamber are:
C
CP
CP c c
m
dm
ci dci dci =
+ + , 1 , , 1
1 +
Ci Concentration at time step 1 + in the Cylinder
CP
Ci
/ 1 +
Conc. at time step 1 + in the connecting pipe
Similar extensions must be made in the energy Equation for the gas exchange.
CONNECTING PIPE MASS FLOW
With a modification of the isentropic flow equation the wall heat flow and the inertia of the
gas column in a pipe are taken into account. The downstream states are the same as the
pipe states, because no storage effects are taken into account.
( )
= + +
2
1
2
2 2 1
2
1
w w dl
t
w
q h h
w
(2.1.71)
2 2
360
1
W A
n d
dm
=
(2.1.72)
2 1
, h h specific enthalpies upstream/downstream
2 1
,W W speed upstream/in the pipe
L
dl
t
w
inertia of the gas column

w
q specific wall heat
n engine speed [1/s]
2
density in the pipe
flow coefficient
The mass flow is obtained from:
l
t
w
qw
T
T
T cp A
d
dm
n
+ +
|
|
.
|
\
|
=
2 2 1 2
360
1
1
2
1 2
(2.1.73)
The wall heat is calculated from Equation 2.10.5.
2-38 23-Jun-2004
COMBUSTION CHAMBER
The combustion chamber is treated as a plenum. Heat release, wall heat losses, volume
work and mass flows out of or into the plenum are accounted for (refer to Section 2.2).
With the addition of a term for the heat released due to combustion, Equation 2.2.1
becomes:
( )

+ + =
d
h dme
d
hi dmi
d
dQ
d
dQw
d
dV
p
d
u m d
e B
PL
Pl
(2.1.74)
Q
B
..... heat released due to combustion
The Kamel-Watson equation for the wall heat flow is based on the Nuelt-Reynolds
Analogon and takes into account the swirl in the chamber.
( )
2 . 0 53 . 0 8 . 0
013 . 0

=
PL PL PL PL W K
r T w p L (2.1.75)
PL
w characteristic speed in the plenum
PL
T gas temperature
PL
r radius of the plenum
2
i PL
PL
r m
T
w
= (2.1.76)
T torque
i
r inertia radius
( )
= dt M M T
FR ADD
(2.1.77)
ADD
M added Momentum
FR
M friction Momentum
cp cp
cp
ADD
r w
dt
dm
M = (2.1.78)
dt
dm
cp
mass flow from the connecting pipe to the chamber
cp
w speed in the connecting pipe
cp
r eccentricity of the connecting pipe to the center of the torque
5 3
2
Pl Pl
Pl
f FR
r C M =
(2.1.79)
2 , 0
1 . 0
Re 01 , 0
Pl
Pl
Pl
f
r
s
C
|
|
.
|
\
|
= (2.1.80)
23-Jun-2004 2-39
2
Re
Pl Pl
Pl
r
= (2.1.81)
f
C coefficient of the friction momentum
Pl
s swirl radius in the chamber
Pl
Re Reynolds Number in the chamber
Pl
angular speed in the chamber
2.1.10. BURN Utility
The BURN utility can be used for combustion analysis. That is the rate of heat release
(ROHR) can be obtained from measured cylinder pressure traces. With the BOOST one-
zone model, pressure and temperature of the cylinder is calculated from the specified rate
of heat release. The inverse procedure, the determination of the rate of heat release from
measured pressure traces is called combustion analysis. The BOOST interface offers a tool
based on the algorithms used in the BOOST cylinder to fulfil this task.
The algorithm is based on the first law of thermodynamics shown in equation 2.1.1. The
in-cylinder heat transfer is calculated using the models described in chapter 2.1.4. Piston
motion and blow by losses are calculated using the approach of chapters 2.1.3 and 2.1.6.
2.2. Plenum (Variable Plenum)
The calculation of the gas conditions in a plenum is very similar to the simulation of the
gas exchange process of a cylinder, as described in Section 2.1.2:
( )
e
e
i
i w
Pl
Pl
h
d
dm
h
d
dm
d
dQ
d
dV
p
d
u m d
+ =

(2.2.1)
Pl
m mass in the plenum
Pl
p pressure in the plenum
V plenum volume
w
Q wall heat loss
crank angle
i
dm mass element flowing into the plenum
e
dm mass element flowing out of the plenum
i
h enthalpy of the in-flowing mass
e
h enthalpy of the mass leaving the plenum
For plenums with constant volume, the term of equation 2.2.1 which covers the variation
of the volume is equal to zero.
2-40 23-Jun-2004
In the case of a variable plenum, the change of the plenum volume over crank angle is
calculated from the input specified by the user (user-defined), or from the motion of the
piston (crankcase or scavenging pump).
No detailed models for the heat transfer coefficient in a plenum are available. This means
that the heat transfer coefficient must be specified by the user, depending on the actual
shape of the plenum.
As an alternative, BOOST offers a very simple heat transfer model for the plenum which
may be used if only limited information is available:
( )
4 2 . 0 8 . 0
10 3 . 1 127 . 0 2 . 0
1
018 . 0

+
= T L u R
ch ch o

(2.2.2)
3
V L
ch
=
2
1
ch
pipe
n
pipe ch
L
A
u
n
u

=
L
ch
characteristic length
V plenum volume
u
ch
characteristic velocity
n number of pipe attachments
pipe
u velocity at the pipe attachment
A
pipe
cross-section at the pipe attachment
T temperature in the plenum
density in the plenum
o
R gas constant
If a variable wall temperature of the plenum must be considered for transient simulations,
a similar model is used as for the cylinder (refer to Section 2.1.7).
23-Jun-2004 2-41
2.3. Flow Restriction (Rotary Valve)
The simulation of the flow through a restriction is based on the energy equation, the
continuity equation, and the formulae for the isentropic change of state:

=
1
1
2
o o
o geo
T R
p A m (2.3.1)
m mass flow rate
flow coefficient
geo
A geometrical flow area
1 o
p upstream stagnation pressure
1 o
T upstream stagnation temperature
o
R gas constant
The pressure function depends on the gas properties and on the pressure ratio:
(
(
(
|
|
.
|
\
|
|
|
.
|
\
|
=
+
k
o
k
o
p
p
p
p
1
1
2
2
1
2
1
(2.3.2)
2
p downstream static pressure
Figure 2-12 shows the shape of the pressure function over pressure ratio.
Figure 2-12: The Pressure Function
In the case of subcritical flow, the pressure ratio, which is defined as the downstream static
pressure divided by the upstream stagnation pressure, is higher than the critical pressure
ratio and less than or equal to 1.0. The pressure function follows the trend shown in the
figure for this range of pressure ratios.
2-42 23-Jun-2004
If the pressure ratio drops to the critical pressure ratio
1
1
1
2

|
.
|
\
|
+
=

o
crit
p
p
, (2.3.3)
the flow in the orifice reaches a Mach number of 1.0. The pressure function reaches its
maximum at the critical pressure ratio. The actual value of
max
is dependent on the
pressure ratio:
1 1
2
1
1
max
+
|
.
|
\
|
+
= =

, (2.3.4)
The values of the pressure function shown in Figure 2-12 for pressure ratios less than
the critical pressure ratio are valid only for supersonic flow in the orifice. However, it
should be pointed out that supersonic flow can never be achieved just by lowering the
backpressure, but always requires a special shape of the pipe upstream of the orifice
(Laval-Nozzle).
2.4. Check Valve
The calculation of the flow in a check valve is very similar to the procedure discussed in
Section 2.3 for the flow restriction. Two types of models are available. The simple model
considers flow coefficients which depend on the difference of the static pressures at the two
pipe attachments. This model does not consider the inertia of the valve body. If this
inertia is to be taken into account, in addition to the mass flow rates, also the valve lift
must be calculated over time. For this purpose a spring-damper-mass model as shown in
Figure 2-13 is used.
Figure 2-13: Full Check Valve Model
The motion of the valve can be calculated from the following Formula:
( ) v d x c F p p A a m
o
=
2 1
(2.4.1)
m mass of the valve
a acceleration of the valve
A cross-section of the valve
2 1
, p p static pressure
23-Jun-2004 2-43
o
F spring pre-load
c spring stiffness
x valve lift
d damping constant
v valve velocity
Equation 2.4.1 describes the motion of a pressure actuated valve under consideration of its
inertia, the spring pre-load, the spring stiffness, and the viscous damping.
The flow coefficient of the check valve is determined as a function of valve lift and is then
used to calculate the mass flow rate as a function of upstream and downstream pressure.
2.5. Junction
The BOOST program features three models for junctions. The constant pressure model
and the constant static pressure model can be used for all junctions. In the former case the
junction is treated like a plenum without any volume. As for a plenum, the flow
coefficients for flow into the junction and flow out of the junction must be defined for each
pipe attachment. From the gas conditions in the pipe, the static pressure and the
temperature at the center of each junction is calculated.
The constant static pressure model enforces the same static pressure in all pipe cross
sections attached to the junction. The flow coefficients are set to 1.
For three pipe junctions a more refined junction model is available. In this case the
BOOST code distinguishes between six possible flow patterns in the junction, as shown in
the following figure.
Figure 2-14: Flow Patterns in a Y-Junction
For each of the flow paths indicated in Figure 2-14, the equation for the orifice flow (2.3.2)
is solved. The flow coefficients depend on the geometry of the junction, i.e. the area ratio
between the pipes and the angles between the centerlines of the pipes, and for a specific
junction on the flow pattern and on the mass flow ratio between one branch and the
common branch.
2-44 23-Jun-2004
As the equations for orifice flow are applied to both separating or joining flows, two sets of
flow coefficients are required, (i.e. two times six flow coefficients must be supplied to the
program). In order to facilitate the application of this model, a database is provided with
the BOOST program. The flow coefficients contained in this database were obtained from
steady-state flow tests of junctions with different pipe diameters and different branching
angles. The mass flow ratios in the junction as well as the Mach numbers were also varied
during these tests.
The program interpolates a suitable set of flow coefficients from this database.
2.6. Turbocharger
For steady state engine operation the performance of the turbocharger is determined by
the energy balance or the first law of thermodynamics. The mean power consumption of
the compressor must be equal to the mean power provided by the turbine:
T c
P P = (2.6.1)
The power consumption of the turbo compressor depends on the mass flow rates in the
compressor and the enthalpy difference over the compressor. The latter is influenced by
the pressure ratio, the inlet air temperature, and the isentropic efficiency of the
compressor.
( )
1 2
h h m P
c c
= (2.6.2)
c
P compressor power consumption
c
m mass flow rate in the compressor
2
h enthalpy at the outlet of the compressor
1
h enthalpy at the inlet to the compressor
(
(
(
|
|
.
|
\
|
=
1
p
p
T c
1
h h
1
1
2
1 p
c , s
1 2
(2.6.3)
c s,
isentropic efficiency of the compressor
p
c mean value of the specific heat at constant pressure between compressor inlet
and outlet
1
T compressor inlet temperature
1 2
, p p compressor pressure ratio
23-Jun-2004 2-45
The power provided by the turbocharger turbine is determined by the turbine mass flow
rate and the enthalpy difference over the turbine. Furthermore, it is conventional to
allocate all mechanical losses of the turbocharger to the turbine side:
( )
4 3 ,
h h m P
TC m T T
= (2.6.4)
T
P turbine power
T
m turbine mass flow
3
h enthalpy at the turbine inlet
4
h enthalpy at the turbine outlet
TC m,
mechanical efficiency of the turbocharger
(
(
(
|
|
.
|
\
|
=
1
3
4
3 , 4 3
1
p
p
T c h h
p T s
(2.6.5)
T s,
isentropic turbine efficiency
p
c mean specific heat at constant pressure between turbine inlet and outlet
3
T turbine inlet temperature
3 4
, p p turbine expansion ratio
The overall turbocharger efficiency is defined as follows:
c s T s TC m TC , , ,
= (2.6.6)
TC
overall turbocharger efficiency
For steady state engine performance a simplified turbocharger model may be used for the
simulation. Within this model the dynamics of the turbocharger (i.e. the variation of the
turbocharger speed) are not considered. Furthermore, the turbocharger efficiency is kept
constant during the engine cycle. As many test calculations have proven, this model
provides good accuracy for steady state engine calculations. It is very convenient to work
with this model, as only the mean values for the compressor efficiency, the turbine
efficiency, and the mechanical efficiency of the turbocharger must be specified. This
reduces the required input dramatically in comparison to the full turbocharger model
where entire compressor and turbine maps must be defined. Since turbine performance
maps cannot be provided by turbocharger manufacturers very often, this simplified
solution is usually the only alternative.
In BOOST, three calculation modes for the simplified model are available:
1. In the turbine layout calculation, the desired pressure ratio at the turbo compressor is
specified as input to the calculation. The program adjusts the flow resistance of the
turbine automatically, until the energy balance over the turbocharger is satisfied.
2-46 23-Jun-2004
2. For the boost pressure calculation, the actual turbine size is specified in the input.
By solving the energy balance over the turbocharger, the actual boost pressure is
calculated.
3. For the waste gate calculation, both the turbine size as well as the desired pressure
ratio at the turbo compressor are specified in the input. The program bypasses a
certain percentage of the exhaust gases in order to achieve the energy balance over the
turbocharger. If the desired compressor pressure ratio cannot be achieved with the
specified turbine size, the program switches over to the boost pressure calculation
mode.
For unsteady engine operation the rotor dynamics of the turbocharger must be considered
because the wheel speed of the charger changes. From the balance of momentum at the
turbocharger wheel the change of wheel speed is obtained:
TC
c T
TC
TC
P P
I dt
d

=
1
(2.6.7)
TC
turbocharger wheel speed
TC
I turbocharger wheel inertia
The turbocharger full model requires the input of the compressor and turbine map.
The speed of the turbocharger wheel is calculated using Equation 2.6.7.
With the instantaneous wheel speed and the mass flow rate through the compressor, the
compressor's isentropic efficiency and the pressure ratio are interpolated from the
compressor map. The efficiency and the swallowing capacity of the turbine are
interpolated from the turbine map using the wheel speed and the pressure ratio across the
turbine. If a variable geometry turbine (VGT) is used, the vane position or some
equivalent information is also required.
In this case the turbine data is obtained from interpolation in the two maps valid for vane
positions nearest to the instantaneous one and from linear interpolation afterwards.
2.7. Mechanically Driven Superchargers
For the simulation of mechanically driven superchargers, the performance characteristics
along a line of constant supercharger speed proportional to the steady state engine speed
or the complete supercharger map for transient simulations are required. The maps are
provided by the supercharger manufacturer. In the course of the calculations the pressure
ratio over the compressor is adjusted depending on the actual mass flow rate (and
supercharger speed if the full model is used). From the pressure ratio and the isentropic
efficiency of the compressor, the compressor outlet temperature can be obtained:
(
(
(
|
|
.
|
\
|
+ =
1
1
1
1
1
2
1 2
p
p
T T
s
(2.7.1)
23-Jun-2004 2-47
2
T compressor outlet temperature
1
T air inlet temperature
s
isentropic efficiency of the compressor
2
p compressor outlet pressure
1
p compressor inlet pressure
The power consumption of the mechanically driven compressor can be calculated from the
following formula:
(
(
(
|
|
.
|
\
|
=
1
1
1
1
2
1
p
p
T c m P
tot
p
(2.7.2)
P compressor power consumption
m mass flow rate
p
c specific heat at constant pressure
tot
total efficiency of the compressor =
s m

m
mechanical efficiency of the compressor
2.8. Fuel Injector or Carburetor
The fuel injector model in BOOST is based on the calculation algorithm of the flow
restriction (refer to Section 2.3). This means that the air flow rate in the fuel injector
depends on the pressure difference across the injector and is calculated using the specified
flow coefficients. In addition, the amount of fuel specified is fed into the air flow.
In the case of the carburetor model, the fuel flow is set to a specified percentage of the
instantaneous mass flow.
For the fuel injector model, a measuring point must be specified at the location of the air
flow meter. In this case the mean air flow at the air flow meter location during the last
complete cycle is used to determine the amount of fuel. As is the case for continuous fuel
injection, the fuelling rate is constant over crank angle.
The fuel is added in gaseous form to the pipe flow. No evaporation is considered.
2-48 23-Jun-2004
2.9. Waste Gate
The waste gate models a valve actuated by the pressure difference on a diaphragm (Figure
2-15). The flow through the valve is treated in the same way as for the flow restriction
(refer to Section 2.3). The flow coefficients required are specified versus the lift of the
valve. The instantaneous valve lift is calculated from the solution of the motion equation
of the valve body (refer to Section 2.4). A defined leakage between the high pressure and
the low pressure of the actuation diaphragm may be taken into account.
Figure 2-15: Waste Gate
This type of valve is used mostly to control the boost pressure of a turbocharged engine.
The boost pressure is fed to the high pressure side of the actuation diaphragm. The low
pressure side is connected to the ambient. If the pressure difference exceeds a certain
value, set by the spring pre-load, the valve opens and a part of the exhaust gases is
bypassed around the turbine thus diminishing the energy available at the turbine and
preventing a further increase of the boost pressure.
2.10. Pipe Flow
The one dimensional gas dynamics in a pipe are described by the continuity Equation
( )
dx
dA
A
u
x
u
t

=
1
, (2.10.1)
the equation for the conservation of the momentum
( ) ( )
V
F
x
A
A
u
x
p u
t
u
R

+
=
1
2
2
, (2.10.2)
and by the energy Equation
( ) [ ]
( )
V
q
dx
dA
A
p E u
x
p E u
t
E
w
+ +
+
=
1
. (2.10.3)
23-Jun-2004 2-49
density
u flow velocity
x coordinate along the pipe axis
A pipe cross-section
t time
p static pressure
R
F wall friction force
V cell volume ( ) dx A =
E energy content of the gas
|
.
|
\
|
+ =
2
2
1
u T c
V

V
c specific heat at constant volume
T temperature
w
q wall heat flow
The wall friction force can be determined from the wall friction factor
f
:
u u
D V
F
f
R

2
(2.10.4)
f
wall friction coefficient
D pipe diameter
Using the Reynold's analogy, the wall heat flow in the pipe can be calculated from the
friction force and the difference between wall temperature and gas temperature:
( ) T T c u
D V
q
w p
f
w

2
(2.10.5)
p
c specific heat at constant pressure
w
T pipe wall temperature
During the course of the numerical integration of the conservation laws defined in the
Equations 2.10.1 to 2.10.3, special attention should be focused on the control of the time
step. In order to achieve a stable solution, the CFL criterion (stability criterion defined by
Courant, Friedrichs and Lewy) must be met:
a u
x
t
+
(2.10.6)
t time step
x cell length
u flow velocity
a speed of sound
2-50 23-Jun-2004
This means that a certain relation between the time step and the lengths of the cells must
be met. The BOOST program determines the time step to cell size relation at the
beginning of the calculation on the basis of the specified initial conditions in the pipes.
However, the CFL criterion is checked every time step during the calculation. If the
criterion is not met because of significantly changed flow conditions in the pipes, the time
step is reduced automatically.
An ENO scheme [P1, P2] is used for the solution of the set of non-linear differential
equations discussed above. The ENO scheme is based on a finite volume approach. This
means that the solution at the end of the time step is obtained from the value at the
beginning of the time step and from the fluxes over the cell borders:
Figure 2-16: Finite Volume Concept
For the approach shown in Figure 2-16, the calculation of the mass, momentum and
energy fluxes over the cell borders at the middle of the time step is required. This can be
done using the basic conservation equations, which give a direct relation between a
gradient in the x-direction and the gradient over time.
The gradient in the x-direction is obtained by a linear reconstruction of the flow field at
the beginning of the time step.
23-Jun-2004 2-51
Figure 2-17: Linear Reconstruction of the Flow Field
From this information, the mass, momentum and energy fluxes at the cell borders of each
cell can be calculated. Normally the flux at the right cell border will not be equal to the
flux at the left cell border of the adjacent cell, which is a necessary condition to meet
continuity requirements. To overcome this problem, a Riemann-Solver is used to calculate
the correct mean value from the two different fluxes at the cell border, as shown in the
following figure.
Figure 2-18: Pressure Waves from Discontinuities at Cell Borders
The main advantage of an ENO scheme is that it allows the same accuracy to be achieved
as can be obtained with second order accurate finite difference schemes, but has the same
stability as first order accurate finite difference schemes.
2-52 23-Jun-2004
2.10.1. Bends
BOOST features a simple model which considers the influence of the bend of a pipe on the
flow losses. The bend model in the BOOST program increases the wall friction losses
dependent on a loss coefficient, .
2
2
v
p

= (2.10.7)
This loss coefficient is a function of the bend angle and the ratio between the bend radius
and the pipe diameter. For this reason the variation of bend radius over pipe length must
be specified. The bend radius is defined as the bend radius of the pipe centerline.
r
D
Figure 2-19: Pipe Bend Parameters

Figure 2-20: Pipe Bend Loss Coefficient
This model is only valid as long as no significant flow separations occur in the pipe. In the
case of a distinct flow separation, it is recommended to place a flow restriction at that
location and to specify appropriate flow coefficients.
23-Jun-2004 2-53
2.10.2. Variable Wall Temperature
BOOST can also model variable pipe wall temperatures. This takes account of the effect of
the heat transfer between the gas in the pipe and the heat transfer from the outer surface
of the pipe to the surrounding ambient. The latter is modeled using convective heat
transfer (heat transfer between a moving fluid and a solid surface). The rate of convective
heat is given by Newtons Law of Cooling written as:
) (

= T T h q
s
q convective heat flux (W/m2)
h local convective heat transfer coefficient
T
s
surface temperature
T
fluid temperature
The convection coefficient (average or local) is expressed in a non-dimensional form called
the Nusselt Number, the expression for which is given below:
f
k
L h
Nu =
k
f
thermal conductivity of the fluid
L characteristic dimension (outer diameter of the pipe).
There are two main classifications of convective heat transfer, forced convection and free
convection. Forced convection occurs when the fluid flow is being driven over the surface
by external means, such as a pump or a fan or atmospheric wind (non-zero characteristic
velocity). Free convection occurs in buoyancy driven flows, i.e. temperature gradients in
the fluid lead to density gradients causing a free convective current to be established.
Models for both types of convective heat transfer are available in BOOST and are described
below.
2.10.2.1. Forced Convection
For forced convection the non-dimensional convective heat transfer coefficient, the Nusselt
number is given by the following:
n m
L
C Nu Pr Re =
Re is the Reynolds Number given
VL
= Re
Pr is the Prandtl Number given by
= Pr .
The other properties are as follows:
density of the fluid.
dynamic viscosity of the fluid.
thermal diffusivity of the fluid.
kinematic viscosity of the fluid and = /
L characteristic dimension of the model.
For air, Pr = 0.7, under standard conditions.
The values of C, m and n are functions of the geometry and the Reynolds number range.
2-54 23-Jun-2004
2.10.2.2. Free Convection
In free convection correlations, another non-dimensional parameter called the Grashoff
number is used. The Grashoff number, Gr, is defined as:
2
3
) (
L T T g
Gr
s
L

volumetric thermal expansion coefficient of the fluid, a thermodynamic property.

The volumetric thermal expansion coefficient brings in the effects of buoyancy in free
convection flows; for an ideal gas, = 1/T, where T is the absolute temperature of the gas.
The Grashoff number plays the same role in free convection that the Reynolds number
plays in forced convection in that it is the ratio of buoyancy forces to viscous forces on the
fluid
n m
L
CGr Nu Pr =
2.10.3. Forward / Backward Running Waves
The flow conditions at each location in a pipe is the result of a superposition of forward and
backward running waves. Shock capturing schemes, as used in BOOST, do not provide this
information as they solve the set of partial differential equations directly. Therefore, this
information must be constructed from the solution afterwards.
Figure 2-21: Forward / Backward Running Waves
An outline of the procedure is shown in the above figure. The reference state is determined
as the time average of gas velocity and sound speed. At each instant those conditions are
calculated, by which it is possible to come from the reference state to the instantaneous
calculated state by two simple waves only. The two simple waves are the forward running
wave or - characteristic, and the backward running wave or - characteristic.
The conditions between the reference state, the state behind the waves and the calculated
states are linked by the compatibility equations along the respective characteristics.
23-Jun-2004 2-55
The path from the reference state to the state behind the forwards running wave
( - characteristic) is along a - characteristic. Thus, the following equation is valid.
const c u =
+
1
2
Similarly the path from the state behind the forward running wave and the calculated
state is along an - characteristic. The compatibility equation along an - characteristic is
const c u =
1
2
The two equations are solved for the gas velocity and sound speed of the state behind the
forward running wave.
The pressure is calculated from the isentropic equation from the calculated state.
The state behind the backward running wave is calculated analogously with the role of -
and - characteristics exchanged.
2.10.4. Perforated Pipe
This element is specially suited for the refined modeling of, for example, silencing elements
in an exhaust system.
2.10.4.1. Perforated Pipe contained in Pipe
The model consists of two pipes of identical length who are connected via perforations
along this length. Because of the pipes are the same length, the spatial discretization of the
outer and inner pipes is the same, so that each individual inner pipe cell is connected to
one cell of the outer pipe.
Figure 2-22: Perforated Pipes contained in Pipe
The calculation of the mass flow per unit of pipe length between these cells is based on the
following formula:
l
t
w
T R p
p
p
p
p
p
T R
p d m
|
|
.
|
\
|
(
(
(
|
|
.
|
\
|
|
|
.
|
\
|
=
+
0
2
0
1
0
2
0 0
0
1
1
2

(2.10.8)
2-56 23-Jun-2004
m mass flow through perforation per unit of pipe-length
d pipe diameter
ratio of effective flow area to total (porosity*flowcoefficient)
p static pressure downstream of the perforation holes
0 0
, T p stagnation pressure and temperature upstream of the perforation holes
, R gas constant and ratio of specific heats
l characteristic flow length (function of perforation hole diameter and wall
thickness)
t
w
acceleration of gas column through perforation holes

2.10.4.2. Perforated Pipe contained in Plenum
Due to the nature of the plenum model (no spatial discretization and velocity state) all cells
of contained perforated pipes are connected to the same single cell of the plenum. The flow
through the perforations is calculated using the same formula (2.10.8) as for the perforated
pipe in pipe.
Figure 2-23: Two perforated Pipes contained in Plenum
2.11. Pipe Attachment (System or Internal Boundary)
The flow at the end of a pipe is calculated from the pressure in the pipe, the ambient
pressure and the effective flow area at the pipe end.
The flow direction is determined from the calculated pressure if the pipe end was closed. If
this pressure exceeds the ambient pressure, flow out of the pipe will result. If this pressure
is lower than the ambient pressure, flow into the pipe will occur.
Depending on the ratio between the static pressure downstream and the stagnation
pressure upstream of the orifice, subsonic, sonic, or even supersonic flow may result.
Zero mass flow may also be obtained at the pipe end, either as a result of zero effective flow
area, or as a result of zero pressure difference.
23-Jun-2004 2-57
Based on the quasi steady-state equation for orifice flow the flow conditions at the end of
the pipe can be calculated:
(
(
(
|
|
.
|
\
|
|
|
.
|
\
|
=
+
1
0
2
0 0
0
1
2
p
p
p
p
T R
p m (2.11.1)
m specific mass flow rate
flow coefficient
p static pressure downstream of the orifice
0 0
, T p stagnation pressure and temperature upstream of the orifice
, R gas constant and ratio of specific heats
If the actual pressure ratio is lower than the critical pressure ratio
1
0
1
2

|
.
|
\
|
+
=

p
p
k
, (2.11.2)
k
p critical pressure
but supersonic flow is not feasible, the mass flow is dependent on the actual pressure ratio:
1 1
2 2
1
1
0
0
+
|
.
|
\
|
+

T R
p m
. (2.11.3)
From the instantaneous mass flow rates at a system boundary, the orifice noise can be
determined.
By means of a Fourier analysis the amplitudes of the mass flow rates over frequency can be
obtained. They are considered sources of the noise generation and allow the instantaneous
sound pressure at a certain microphone position to be calculated using a directivity
function.
Ground reflections can also be considered by assuming an image source region [A1, A2, A3].
2-58 23-Jun-2004
2.12. Assembled Elements
2.12.1. Catalyst
In the BOOST cycle simulation the catalyst is purely considered as flow element, where no
chemical reaction behavior is calculated. The gas dynamics of a catalyst is modeled using
the same model equations as given for the pipe flow (see Section 2.10). The model
additionally takes into account that a honeycomb-type catalytic converter consists of a
huge number of small and individual channels. These small channels are the reason for
very small Reynolds numbers and therefore for a flow in the laminar regime. In this case
the friction coefficient is evaluated applying the Hagen-Poisseuille law, whereas in the
turbulent region (if reached at all) a turbulent friction coefficient used. The possibility of
different channel shapes is taken into account by Fanning friction factors that are applied
in both, the laminar and turbulent region.
If the catalyst is simulated in the aftertreatment analysis mode, a simplified fluid
mechanical approach (compared to the full Riemann Problem described in Section 2.10) is
used. More detailed information about this approach can be found in the BOOST
Aftertreatment Manual.
2.12.2. Particulate Filter
The diesel particulate filter as a flow device is treated, similar to the catalytic converter, as
an assembled element. It consists of a regular pipe, to which two plenums at each end are
attached. The open cross-sectional areas of the individual channels are replaced by a pipe
of an equivalent cross-sectional area. Thus, the flow through a particulate filter is
represented by a flow through a pipe described in the section for pipe flows. The
specification of the cellular filter structure is made similar to the catalytic converter model
as described in Section 2.12.1. In a simplifying way the model of filter friction and pressure
drop is also similar to the one of the catalytic converter. If the particulate filter is
simulated in the aftertreatment analysis mode, a simplified fluid mechanical approach
(compared to the full Riemann Problem described in Section 2.10) is used. More detailed
information about this approach can be found in the BOOST Aftertreatment Manual.
2.13. Engine Control Unit and Wire
In most modern engine concepts some functions of the engine are controlled by an
electronic engine management system. It is necessary to model such a control device
especially for the simulation of transients.
Usually engine control units are state machines. This means that the same input to the
unit produces different output depending on the state of the unit. The engine control
model in BOOST features three states:
Steady state
Engine acceleration
Engine deceleration
23-Jun-2004 2-59
The transition from steady state to the state of engine acceleration is triggered if the
gradient of the load signal versus time exceeds a threshold specified by the user. The
transition to engine deceleration is triggered the same way when the negative gradient of
the load signal exceeds the user specified threshold.
Maps up to two dimensions are used to link the output (Actuators) of the control unit to
the input (Sensors). Figure 2-24 shows the principle of the calculation of an output value:
Figure 2-24: Flow Chart of the ECU
In the diagram x, y values = Sensor channels
output value = Actuator channel
A baseline steady state value is taken from the baseline map. This value may be subjected
to corrections by adding values from correction maps or by multiplying it by factors from
correction maps. In the case of acceleration or deceleration, other corrections may be
applied to the steady state value. Then it is checked whether the output is within
predefined bounds which themselves may be defined as maps.
Either the load signal or a desired engine speed can be selected as the guiding input signal
of the control.
For the full range of input (Sensor-Channels) and output (Actuator-Channels) please refer
to the table in Chapter 9.3.
2-60 23-Jun-2004
2.14. Gas Properties
The gas properties like the gas constant or the heat capacities of a gas depend on
temperature, pressure and gas composition. BOOST calculates the gas properties in each
cell at each time step with the instantaneous composition. Thus BOOST can simulate
exhaust gas recirculation without the need for a special treatment. For the calculation of
the gas properties of exhaust gases the air fuel ratio is used as a measure for the gas
composition. Air fuel ratio in this context means the air fuel ratio at which the combustion
took place from which the exhaust gases under consideration originate. The composition
of the combustion gases is obtained from the chemical equilibrium considering dissociation
at the high temperatures in the cylinder.
For engines with internal mixture preparation the average air fuel ratio of the gas is used
for the calculation of the gas properties. Pure air is considered as a gas with infinite air
fuel ratio. If air and exhaust gases mix the average (higher) air fuel ratio is determined.
This approach is valid as long as the excess air ratio of the exhaust gases is higher than
approximately 1.1.
For engines with external mixture preparation, typically operated with rich mixtures at
full load, combustion gases and air must be kept apart. Therefore conservation equations
for combustion products (together with the air fuel ratio characteristic for them) and fuel
vapor are solved.
The mass fraction of air is calculated from
CP FV air
=1 (2.14.1)
air
mass fraction of air
FV
mass fraction of fuel vapor
CP
mass fraction of combustion products
The air fuel ratio characteristic for the combustion products is calculated from
FB
FB CP
CP
AF

= (2.14.2)
CP
AF air fuel ratio of combustion products
FB
mass fraction of burned fuel
23-Jun-2004 2-61
Figure 2-25 shows the relations of the mass fractions to each other.
Figure 2-25: Considered Mass Fractions
2.15. Definition of Global Engine Data (SI-Units)
Note: Some definitions have been refined since Version 3.3.

Average (mean) values over the cycle duration CD:
( ) d y
CD
y
CD
=
1
( ) y variable depending on
crank angle
y average value of y
CD cycle duration
Mass flow weighted temperature:
( ) ( )
( )

d m
d m T
T
CD
CD
MS
MS
T mass flow weighted temperature
( ) T temperature depending on
( ) m mass flow rate depending on
2-62 23-Jun-2004
2.15.1. Cylinder Data
Compression ratio:
C
D C
V
V V +
=
D C
V V + maximum cylinder volume
C
V minimum cylinder volume (combustion chamber volume)
D
V displacement
Note: The same definition is used for two and four stroke engines.
Indicated mean effective pressure:
dV p
V
IMEP
CD
c
D
=
1
c
p cylinder pressure
V cylinder displacement
Indicated torque:
cycle
D
k
V IMEP
IT

=
IT indicated torque
cycle
k cycle parameter:
2 for two-stroke engines
4 for four-stroke engines
Number of cycles per second:
n n
cycle
= for two-stroke engines
2
n
n
cycle
= for four-stroke engines
n crankshaft-revolutions per second
Indicated specific torque:
D
s
V
IT
IT =
23-Jun-2004 2-63
Indicated power:
cycle D i
n V IMEP P =
Indicated specific power:
D
i
is
V
P
P =
Inj. Fuelmass:
FV inj
m
,
total mass of fuel directly injected
Asp. Fuelmass:
FV inj FV c FV astr
m m m
, , ,
=
FV astr
m
,
mass of fuel aspirated trapped
Fuelmass (tot.):
FV c
m
,
total mass of fuel trapped in the cylinder
Trapping Efficiency Fuel:
FV t
FV c
F tr
m
m
,
,
,
=
FV t
m
,
total mass of fuel added
Indicated fuel consumption (trapped fuel mass):
i
cycle FV c
tr
P
n m
ISFC

=
,
Indicated fuel consumption (total fuel mass):
i
cycle FV t
tt
P
n m
ISFC

=
,
2-64 23-Jun-2004
Friction mean effective pressure:
cycle D
fr
n V
P
FMEP
=
fr
P friction power
Note: FMEP does not contain the Work caused by Scavenging Pumps,
Crankcase Scavenging or mechanically driven Supercharging Devices
Scavenging mean effective pressure (individual cylinder):
cycle D
S
n V
P
SMEP
=
S
P required power of related Scavenging Pump or Crankcase Scavenging
Auxiliary Drives mean effective pressure (overall engine):
cycle DE
MC CS SP
n V
P P P
AMEP
+ +
=
CS
P required power of Scavenging Pumps
CS
P required power of Crankcase Scavenging
CS
P required power of mechanically driven Supercharging Devices
DE
V Engine Displacement
Brake mean effective pressure (individual cylinder):
SMEP FMEP IMEP BMEP
C
=
Brake mean effective pressure (overall engine):
AMEP FMEP IMEP BMEP
E
=
Mechanical efficiency:
IMEP
FMEP
FMEP BMEP
BMEP
IMEP
BMEP
m
=
+
= = 1
23-Jun-2004 2-65
Brake specific fuel consumption:
m
ISFC
BSFC
=
Indicated efficiency:
u FV c
CD
c
T
H m
dV p
u
H lower heating value
2.15.2. Gas Exchange Related Data
IMEP exhaust stroke (only four-stroke):
=
=
360
180
1
dV p
V
IMEP
c
D
ex
IMEP intake stroke (only four-stroke):
=
=
540
360
1
dV p
V
IMEP
c
D
in
IMEP gas exchange (= pumping mean effective pressure PMEP; only four-
stroke):
=
=
540
180
1
dV p
V
PMEP
c
D
Air fuel ratio of Combustion:
FV c
t A c
Cmb
m
m
AF
,
,
=
t A c
m
,
total mass of air in the cylinder
2-66 23-Jun-2004
Excess air ratio:
Stc
Cmb
AF
AF
=
Excess air coefficient
Stc
AF Stoichiometric A/F-ratio
Total mass at Start of High Pressure Cycle (SHP, all ports closed):
SHP c
m
,
total in-cylinder mass at SHP
Airmass at SHP:
t A c
m
,
total mass of air in the cylinder at SHP
Airpurity:
SHP c
t A c
m
m
AP
,
,
=
Residual gas content:
SHP c
CP c
m
m
RG
,
,
=
CP c
m
,
mass of combustion products in the cylinder at SHP
Note: Recirculated exhaust gas is added to the residuals.

Air delivered:
A as
m
,
mass of air aspirated
Air delivery ratio related to ambient conditions:
a DR
A as
cycle D a
A as
a D
m
m
n V
m
,
, ,
,
=

=

A as
m
,
mass flow of air aspirated
a DR
m
,
reference mass (ambient conditions)
a
ambient air density
23-Jun-2004 2-67
Air delivery ratio related to intake manifold conditions:
m DR
A as
cycle D m
A as
m D
m
m
n V
m
,
, ,
,
=

=

m DR
m
,
reference mass (manifold conditions)
m
air density in the intake manifold (specified measuring point or
plenum)
Mass delivered:
as
m mass of fresh charge aspirated
Airmass trapped:
A tr
m
,
mass of air trapped
Trapping efficiency air:
A as
A tr
tr
m
m
,
,
=
Volumetric efficiency related to ambient conditions:
a DR
A tr
cycle D a
A tr
a V
m
m
n V
m
,
, ,
,
=

=

A tr
m
,
mass flow of air trapped
Volumetric efficiency related to intake manifold conditions:
m DR
A tr
cycle D m
A tr
m V
m
m
n V
m
,
, ,
,
=

=

Scavenge ratio:
( )
SR
as
cycle C D ref
as
m
m
n V V
m
SR =
+
=
as
m aspirated mass flow
SR
m reference mass for scavenge ratio
2-68 23-Jun-2004
Scavenge Loss:
as
sl
as
sl
m
m
m
m
SL = =
sl
m mass flow lost during scavenging
sl
m mass lost during scavenging
Scavenging efficiency:
C
tr
SC
m
m
=
tr
m total mass trapped
C
m total mass of cylinder content
Mean wall heat transfer coefficient in the cylinder ( M. Eff. HTC ):
( )
=
CD
w w
d h
CD
h
1
( )
w
h wall heat transfer coefficient depending on crank angle
w
h mean wall heat transfer coefficient
Effective mean gas temperature for wall heat transfer in the cylinder (M. Eff.
Temp.):
( ) ( ) d h T
h CD
T
CD
G
w
eff g

1
,
G
T gas temperature
Air fuel ratio ( Reference value at EO ):
EVO FB c
EVO FB c EVO CP c
EO
m
m m
AF
, ,
, , , ,

=
EVO CP c
m
, ,
mass of combustion products in the cylinder at Exhaust Valve Opening
EVO FB c
m
, ,
mass of burned fuel in the cylinder at EVO
Note: Gas Exchange data is defined in accordance with SAE standard

J604 [G8].
The relation between the different data characterizing the gas exchange can be seen in the
following figure:
23-Jun-2004 2-69
m
SR
reference mass for scavenge ratio
m
DR
reference mass for delivery ratio
m
as
mass of fresh charge aspirated
m
as, A
mass of air aspirated
m
as, CP
mass of combustion products aspirated
(= m
as, CPst
for IMP)
m
tr
mass of fresh charge trapped
m
sl
mass lost during scavenging
m
tr,CP
mass of combustion products trapped
(= m
tr, CPst
for IMP)
m
tr, CPA
mass of air included in trapped
combustion products (= 0 for IMP)
m
tr, A
mass of air trapped
m
tr,FV
mass of fuel trapped (= 0 IMP)
m
inj,FV
total mass of fuel directly injected
m
inj,ge,FV
mass of fuel injected during gas
exchange
m
inj,tr,FV
mass of injected fuel trapped during
gas exchange (= 0 for IMP)
m
inj,sl,FV
mass of injected fuel lost during
gas exchange (= 0 for IMP)
m
rg,CP
mass of residual gas
m
rg, CPA
mass of air included in residual gas
m
c
total in-cylinder mass
m
c,A
mass of air in the cylinder
(= m
c, At
for IMP)
m
c,At
total mass of air in the cylinder
m
c,CP
mass of combustion products in the
cylinder at SHP (=m
c,CPst
for IMP)
m
c,CPA
mass of air included in combustion
products,cylinder (= 0 for IMP)
m
c,CPst
mass of stoichiometric combustion
products, cylinder
m
c,FV
total mass of fuel trapped in the cylinder
(= m
inj,FV
for IMP)
m
SR
m
sl
m
DR
m
tr,CP
m
as
m
tr,CPA
m
tr
m
tr,A
m
tr,FV
SHP
m
inj,ge,FV
m
inj,FV
m
inj,tr,FV
m
inj,sl,FV
m
c
,
F
V
m
c
,
A
t
m
c
,
C
P
A
m
c
,
C
P
s
t
m
c
m
r
g
,
C
P
m
r
g
,
C
P
A
m
c
,
A
m
c
,
C
P
Figure 2-26: Relation of Gas Exchange Data
2-70 23-Jun-2004
2.16. Abbreviations
The following abbreviations are used in this manual:
Flow coefficients of the ports

BDC Bottom dead center
BMEP Brake mean effective pressure
BSFC Brake specific fuel consumption
CRA Crank angle
DPF Diesel Particulate Filter
EVC Exhaust valve closing
EVO Exhaust valve opening
FIE Fuel injection equipment
FMEP Friction mean effective pressure
IMEP Indicated mean effective pressure
ISFC Indicated specific fuel consumption
IVC Intake valve closing
IVO Intake valve opening
PFP Peak firing pressure
PMEP Pumping mean effective pressure
TDC Top dead center
VGT Variable geometry turbine
VNT Variable nozzle turbine
23-Jun-2004 3-1
3. GRAPHICAL USER INTERFACE
Based on the AVL Workspace Graphical User Interface (AWS GUI), the pre-processing
tool assists the user in creating an engine model for a BOOST simulation.
For the general handling of the AWS GUI please refer to the AVL Workspace Graphical
User Interface Manual. The BOOST specific operations are described as follows:
3.1. BOOST Specific Operations
BOOST Menu Bar Icon Bar Element/Model Working Area
Button Bar Tree Area
Figure 3-1: BOOST - Main Window
3-2 23-Jun-2004
3.1.1. Menu Bar
Element Parameters Displays the parameters for the selected element.
Parameters can be added or deleted. Alternatively
click on an element with the right mouse button and
select Parameters from the submenu. Refer to
Section 3.5.1 or the AWS GUI Manual, Section 2.4 for
further information.
Properties Displays the dialog box for defining the values for the
selected element. Alternatively click on an element
with the right mouse button and select Properties
from the submenu.
Copy Data First select the source element type in the working
area or model tree, then data can be copied from the
selected source element to the selected target(s).
Model Parameters Defines values for the model. Refer to Section 3.5.1 or
the AWS GUI Manual, Section 2.4 for further
information.
Case Explorer Displays the case explorer for the current model.
Simluation Run Displays the run dialog box. This displays both the
cases for the current model and the tasks to be
performed. The calculation can be started from this
point.
Status Displays the simulation status dialog box.
Control Defines parameters used to control the simulation and
define the global values used in the simulation. Refer
to Section 3.2 for further information.
Volumetric
Efficiency
Displays and sets the reference element to be used
for volumetric efficiency calculations. This can be
either a measuring point or a plenum. Refer to Section
3.2.8 for further information.
Create Series
Results
Prepares the procedure for the Case Series results.
Refer to Section 3.5 for further information.
Create Animation
Results
Prepares the Animation for PP3. Refer to Section 5.6
for further information.
Show Summary Cycle Simulation
Aftertreatment
Opens the ASCII browser and displays the summary
values from either the cycle simulation or
aftertreatment analysis.
Show Results Opens the IMPRESS Chart post-processor which can
be used to examine and plot the simulation results.
23-Jun-2004 3-3
Show Messages Cycle Simulation
Aftertreatment
Opens the Message browser and displays the
messages generated by the solver during the cycle
simulation or aftertreatment analysis.
Show Elements Cycle Simulation
Opens a browser to display more detailed information
on compound perforated elements.
Show Animation Opens the PP3 post-processor.
Import Results Prepares results of a BOOSTFILENAME.bst file run
outside the graphical user interface.
View Logfile Displays the screen output of the calculation kernel
during the simulation or model creation.
Optimization Refer to the Optimization of Multi-body System
using AVL Workspace and iSIGHT

manual.
Options Job Submission Parallel processing (currently not available).
Lock Properties Locks Property dialogs (currently not available).
Frame Set of graphical elements used for page layout, e.g.
rectangle (frame), logo and text elements.
None: Removes the frame from the page.
AVL Report: The standard AVL frame.
Frame Definitions Customized settings of the current frame. Specify text
and the customer logo for the frame.
Units Used to display and set the units used. Refer to the
AWS GUI Manual, Section 2.4.2.
Utilities BURN Tool for Combustion Analysis. Refer to Section 3.7.1
Search Displays tables of the input data used in the model.
These can be saved in HTML format. Refer to Section
License Manager Controls availability and usage of licenses. Refer to
Section 3.7.3 for further information.
Pack Model Creates a compressed tape archive of all relevant
model information. Refer to Section 3.7.4 for further
information.
Help Contents Opens the HTML help system.
Search Searches the HTML help system for information.
About Displays version information.
3-4 23-Jun-2004
3.1.2. BOOST Buttons
If selected the mouse can be used to connect a pipe between two
elements. Refer to Section 3.4.1 for further information.
If selected the mouse can be used to connect a wire between two
elements. Refer to Section 3.4.10.1 for further information.
If selected the mouse can be used to insert a perforated pipe into a
plenum. Refer to Section 3.4.6.1 for further information.
If selected the mouse can be used to connect aftertreatment
boundaries to aftertreatment elements (catalyst, dpf) for running
simulations in analysis mode. Refer to the Aftertreatment Manual.
Reverses the positive flow direction of the selected pipe. Refer to the
AWS GUI Manual, Section 2.2.
Changes the attachments of a selected pipe or a wire. Refer to the
AWS GUI Manual, Section 2.2.
Rotates the selected object counter-clockwise (90 degrees steps)
Rotates the selected object clockwise (90 degrees steps)
Opens the input window for general simulation control (globals) data,
equivalent to Simulation|Control.
Runs the Simulation, equivalent to Simulation|Run.
Search Tool Refer to Section 3.7.2 for further information.
3.1.3. Elements Tree
Cylinder Engine cylinder element. Refer to Section
Measuring
Point
Access to flow data and gas conditions over
crank angle at a certain location in a pipe.
Refer to Section 3.4.3 for further
information.
Boundaries System Boundary Provides the connection of the calculation
model to a user-definable ambient. Refer to
Section 3.4.4.1 for further information.
Aftertreatment
Boundary
Provides the connection of the
aftertreatment analysis model to a user-
definable ambient.
Internal Boundary Allows boundary conditions for the
calculation model to be specified directly in
the last cross section of a pipe where a
model ends. Refer to Section 3.4.4.3 for
23-Jun-2004 3-5
Transfer Restriction Considers a distinct pressure loss at a
certain location in the piping system. Refer
to Section 3.4.5 for further information.
Rotary Valve Controls the air flow in a pipe as a function
of crank angle or time. Refer to Section
3.4.5.2 for further information.
Check Valve A pressure actuated valve used to prevent
reverse flow. Refer to Section 3.4.5.3 for
Injector Used for engines with external mixture
preparation to add the fuel to the air in the
intake system. Refer to Section 3.4.5.4 for
Junction Used to connect three or more pipes. In the
case of three pipes, a refined junction
model may be used. This considers
geometric information such as the area ratio
of the connected pipes and the angles
between the pipes. In other cases a simple
constant pressure model is available. Refer
to Section 3.4.5.5 for further information.
Volumes Plenum An element in which spatial pressure and
temperature differences are not considered.
Refer to Section for 3.4.6.1 further
information.
Variable Plenum Considers the change of the volume and
surface area of the plenum over time. Refer
to Section 3.4.6.2 for further information.
Perforated Pipe in
Pipe
Single element representing two pipes. An
inner perforated pipe and an outer pipe.
Refer to Section 3.4.6.3 for further
information.
Assembled Air Cleaner The instantaneous pressure loss is
determined from the pressure loss specified
in a reference point at steady state
conditions. Refer to Section 3.4.7.1 for
3-6 23-Jun-2004
Catalyst The pressure loss in the catalyst must be
defined for a reference mass flow. Its
characteristics are determined from this
input and additional geometrical
information. It is important to note that
chemical reactions in the catalyst are not
considered by the cycle simulation model.
Refer to Section 3.4.7.2 for further
information. Using the aftertreatment
analysis mode, chemical reactions can be
simulated. Refer to the Aftertreatment
Manual.
Cooler The treatment of the Air Cooler is similar to
the Air Cleaner. The pressure loss, cooling
performance and the corresponding steady
state mass flow must be defined as
reference values. Refer to Section 3.4.7.3
Diesel Particulate
Filter
Pressure drop, loading, regeneration of
particulate filters can be simulated using the
aftertreatment analysis mode. Refer to the
Aftertreatment Manual.
Charging Turbocharger Turbocharger element. Both simple and full
models are available. Refer to Section
Positive
Displacement
Compressor
Either a constant mass flow and a constant
compressor efficiency, an iso-speed line or
a full map may be specified. The iso-speed
line of the positive displacement
compressor is defined by mass flow and
efficiency versus the pressure ratio across
the compressor. Refer to Section 3.4.8.2
Turbo Compressor Either a constant pressure ratio and a
constant compressor efficiency, an iso-
speed line or a full map may be specified. If
an iso-speed line or a compressor map is
defined, the pressure ratio and the
efficiency are determined according to the
instantaneous mass flow rate and the actual
compressor speed. Refer to Section
23-Jun-2004 3-7
Waste Gate A valve actuated by the pressure difference
on the valve body plus the pressure
difference on a diaphragm mechanically
linked to the valve body. Refer to Section
External Fire Link Simulation of three dimensional (3D) flow
patterns. Refer to Section 3.4.9.1 for
User Defined
Element
Allows the user to implement algorithms.
For maximum support, the UDE handles the
data of the pipe attachments. Empty
subroutines are shipped with the BOOST
installation as a guide for the User to
incorporate into his model. Furthermore
results obtained from the UDE may be
analysed in the post-processor. Refer to
Section 3.4.9.2 for further information.
Control Engine Control Unit Models all the important functions of an
electronic engine control. The output of the
ECU, such as ignition timing, start of
injection or the setting of a control valve is
calculated from maps dependent on
specified input parameters. Possible input
parameters are engine speed or ambient
conditions and data from measuring points
and plenums. The parameters specified in
the baseline maps may be modified by a
number of corrections for ambient
conditions, acceleration or deceleration of
the engine. Refer to Section 3.4.10.2 for
MATLAB DLL The Dynamic Link Library element can be
used to include control algorithms or
complete engine control models created
with a commercial control algorithm design
software (e.g. MATLAB/SIMULINK).
Information channels are passed between
elements and this junction using wires. The
information channels include both sensor
and actuator channels. The DLL may be
written in any programming language
provided the compiler supports mixed
language programming. This junction is
also used to link with the MATLAB s-
function. Refer to Chapter 4 for further
information.
3-8 23-Jun-2004
MATLAB API Passes information to and from MATLAB.
Information channels are passed between
elements and this junction using wires. The
information channels include both sensor
and actuator channels. Refer to Section
Acoustic Microphone A microphone element can be added to any
BOOST model in order to extract acoustic
data such as overall dB(A) levels or order
plots. The microphone is not attached to
any pipes but linked in the input for the
microphone to one or more system
boundaries. Refer to Section 3.4.11.1 for
3.1.4. Model Tree
A list of elements and connections used in the model is displayed. Click on the required
item with the left mouse button, then click the right mouse button and select the required
option from the following submenu.
Figure 3-2: Model Submenu
Properties opens the selected element's properties window as shown in Figure 3-3.
Parameters opens the selected element's parameters window as shown in Figure 3-72.
Group Elements links all selected elements together.
Sort Elements by Id organizes elements according to their Id.
Sort Elements by Name organizes elements according to their name.
Expand or expands the model tree.
Collapse or closes the tree.
Data can be copied from a selected element type in the model tree or working area by
selecting Element|Copy Data. A window opens where the source element can be selected
and copied to the target element.
23-Jun-2004 3-9
3.1.5. Data Input Window
Double click the required element in the Element tree to display it in the working area.
Select the displayed element with the right mouse button and select Properties from the
submenu to open the relevant data input window. The following window relates to the
general data of the pipe.
Figure 3-3: Data Input Window
Data input windows are available for sub-groups displayed in the tree shown in the above
figure by clicking on the required sub-group with the left mouse button.
New or existing parameters can be inserted in the input fields by clicking on the label to
the left of the field with the right mouse button and selecting the required option from the
submenu. Refer to section 3.5.1 for further information.
While inputting data, the following options are available:
Apply: The specified data is saved when the error check is valid. The sub-group
icon turns green.
Accept: The specified data is saved but no error check is executed and/or
insufficient data is accepted by the user after a warning dialog. The sub-
group icon turns yellow.
Reset: Returns to the previous applied settings.
Revert: Returns to the default settings.
Help: Online help is available.
OK: Confirms data input completion and exits the element.
Cancel: Modified data input is not saved. This also exits the element.
3-10 23-Jun-2004
If all required data for the element is applied and/or accepted, the red exclamation point
disappears, indicating that the input process for that element is completed.
If any input data is missing after selecting apply or accept, a window appears with a list of
the missing data and a red exclamation point is displayed on the element. However, the
user should be aware that incomplete or incorrect data usually renders a calculation of the
data set impossible.
After confirming the element input data, the calculation model must be stored in a file
with the extension .BWF by selecting File Save as.
3.1.5.1. Sub-group Icons
The Sub-group icons inform the user as to their status as follows:
Green Sub-group Icon: Valid data has been specified.
White Sub-group Icon: Data has not yet been specified.
Grey Sub-group Icon: Disabled.
Red Sub-group Icon: Insufficient data.
Yellow Sub-group Icon: Insufficient data has been accepted by the user.
Select a Sub-group icon with the right mouse button to open the following submenu.
Figure 3-4: Element Sub-group Submenu
Expand or displays all available items in a folder.
Collapse or closes a folder.
Show All displays the complete list of items in the tree.
Show Enabled Only displays the available green and white sub-group icons.
Show Invalid Only displays the gray sub-group icons.
3.1.6. Table Window
Depending on the selected sub-group, the user can enter a constant value or a list of values
where the Table icon is displayed. The Table window represents a standard window
used throughout the program to specify values dependent on a certain parameter.
As shown in Figure 3-5, select the Table icon and select Table from the submenu.
Then select the Table button which appears on the input field to open the following
window.
23-Jun-2004 3-11
Figure 3-5: Table Window
Select Insert Row to add a line and enter the relevant values. Select Remove Row to
delete a selected line.
New or existing parameters can be inserted in the table by clicking on the active field with
the right mouse button and selecting the required option from the submenu. Refer to
section 3.5.1 for further information.
Large data arrays can be read from an external file by selecting Load. If the data has been
specified in the pre-processor, it may be saved in an external file by selecting Store. These
files have the default extension .dat. It is ASCII format with one pair of data in each
record. The values are separated by one or more blanks. No heading lines are allowed.
If data is defined versus time, the total time interval for which the values are specified may
be less than, equal to or greater than the cycle duration. If the time interval is shorter
than the specified maximum calculation period, BOOST treats the specified function as a
periodic function.
Note: A data point at 0 degrees and 360 degrees or 720 degrees is

needed to obtain a period of 360 or 720 degrees for the specified function.
0 degree crank angle corresponds to the Firing Top Dead Center (TDC) of
cylinder 1 (or the selected cylinder at the cylinder input).
The data entered in the table is plotted in the graph as shown in Figure 3-5. The axes and
legend of the graph can be manipulated as desired. Click with the left mouse button, then
click the right mouse button and select the required option from the following context
menu.
3-12 23-Jun-2004
Figure 3-6: Graph Context Menu
3.2. General Input Data
Since the general input data is used to control the input process for each element, BOOST
requires the specification of the general input data prior to the input of any element.
The Global input data must be defined first. Select Simulation Control to open the
following window. This data is used to prepare the input process for each element.
3.2.1. Simulation Tasks
Figure 3-7: Simulation Control Simulation Tasks Window
23-Jun-2004 3-13
3.2.1.1. Date, Project ID and Run ID
The date is when the BOOST data set was last changed. It is automatically inserted by the
pre-processor.
Project-ID and Run-ID are comment lines which may be specified to identify the
calculation. Both may have a length of up to 50 characters.
3.2.1.2. Simulation Tasks
Depending on the new tasks before starting with the model at least one of the following
should be selected:
Cycle Simulation: Gas exchange and combustion BOOST calculation
Aftertreatment Analysis: Simulation of chemical and physical processes for
aftertreatment devices
Linear Acoustics: Frequency domain solver to predict the acoustic performance
of components
3.2.2. General Control
Select General Control to open the following window:
Figure 3-8: Simulation Control Globals Window
3-14 23-Jun-2004
3.2.2.1. Engine Speed
The engine speed is the revolution speed of the crankshaft. For steady state simulations, it
is kept constant. For transient simulations it is the starting value and is kept constant for
the first three cycles to dampen excessive gas dynamics due to the initialization.
Afterwards, the instantaneous engine speed is calculated from solving the moment of
momentum equation applied to the crankshaft at each time step.
3.2.2.2. Steady State / Transient Simulation
Steady state simulations are default. BOOST can also simulate engine and vehicle
acceleration or deceleration processes by selecting Transient Calculation. Additional input
must be defined for Engine Only or Driver sub-groups as described below. The relevant
inertia data must also be defined.
3.2.2.2.1. Engine Only Transient Calculation
In the Globals window, select Engine Only for the Transient Calculation. The inertia
input field is activated.
Input the average inertia of the cranktrain plus all auxiliary drives and the inertia of the
load reduced to engine speed. The inertia and the coefficients may depend on time or
crank angle, therefore input the values in the Table .
For converting the mass of a vehicle to a rotational inertia related to engine speed, the
following formula may be used:
2
2
i
r m
I
T V

= (3.2.1)
I rotational inertia of the vehicle
T
r (dynamic) tire radius
i total gear ratio between engine and drive wheels, given:
w
e
n
n
i = (3.2.2)
e
n engine speed
w
n wheel speed
23-Jun-2004 3-15
The following input fields are also activated when the Engine Only sub-group is selected in
the tree.
Figure 3-9: Load Characteristic for Engine Only
The load torque is calculated from the formula:
2
s s
s
dn cn b
n
a
M + + + = (3.2.3)
M load torque
d c b a , , , coefficients
Coefficients a, b, c and d should be selected in such a way that for example, the road load is
approximated in the speed range of interest. It should be noted that the torque, like the
inertia, is related to engine speed. Thus the load torque can be calculated from:
i
r D
M
T
= (3.2.4)
D drag and rolling resistance of the vehicle
3.2.2.2.2. Driver Transient Calculation
The Driver transient calculation allows the user to simulate the dynamic behavior of the
two-body system vehicle and engine which can be decoupled by a gear shift. The ECU
(Section 3.4.10), which has to be present when executing the driver model, tries to follow a
specified speed course by calculating the load signal depending on the deviation of the
actual vehicle speed from the desired one.
Select Desired Engine Speed for the ECU guiding input (the value or table of the Desired
Engine Speed is not taken into account).
3-16 23-Jun-2004
The following combustion models are available for the Driver Transient Calculation:
Single Vibe function
Double Vibe function
Single Zone Table
Woschni/Anisits
Hires et al.
Constant Volume Combustion
Constant Pressure Combustion
Motored
In the Globals window, select Driver for the Transient Calculation. The inertia input
field is activated. Input the inertia of the engine plus all auxiliary drives (not including
mechanically driven supercharging devices, inertia of drivetrain and inertia of vehicle).
Input can be a constant value or a Table of time or crank angle dependent values.
The crank angle dependent inertia caused by the translatory moved masses of a standard
crank train (no piston pin offset considered) can be calculated from:
|
|
|
|
|
.
|
\
|
|
.
|
\
|
+ =
) ( sin 2
2
) 2 sin(
) sin(
4
2
2
2
s
l
s m
I
t
(3.2.5)
t
I inertia of translatory moved masses [kgm
2
]
m translatory moved masses [kg]
s stroke [m]
l con-rod length [m]
23-Jun-2004 3-17
The following input fields are also activated when the Driver sub-group is selected in the
tree.
Figure 3-10: Driver Input Window
1. Clutch
The transferred torque of the implemented model of the clutch has the following
states:
a. The clutch does not slip (transferred torque is smaller than the maximum
transferable torque)
b. The clutch slips (transferred torque is equal to the maximum transferable
torque)
The maximum transferable torque is given by the formula
cc cm tm
p t t = (3.2.6)
tm
t maximum transferable torque [Nm]
cm
t maximum clutch torque [Nm]
cc
p clutch-control position [ 1]
Specify the maximum clutch torque
cm
t [Nm].
3-18 23-Jun-2004
2. Driver
During the Shifting process the load signal and clutch-control position are determined
according to the following figure. The input parameters for the shifting process are:
Shifting Time: Period of shifting process
s
t [s]
Clutch Pedal On: End of decoupling period
s
d
t
t
[1]
Acceleration Pedal Off: End of the load-signal decreasing period
s
ld
t
t
[1]
Acceleration Pedal On: Start of the load-signal increasing period
s
lc
t
t
[1]
Clutch Pedal Off: Start of coupling period
s
c
t
t
[1]
Figure 3-11: Shifting Process
23-Jun-2004 3-19
ls Load signal [1]
0
ls Load signal at start of shifting process [1]
cc
p Clutch-control position [1]
s
t Period of shifting process [s]
s
d
t
t
End of decoupling period [1]
s
c
t
t
Start of coupling period [1]
s
ld
t
t
End of the load signal decreasing period [1]
s
lc
t
t
Start of the load signal increasing period [1]
3. Gear Shifting
Minimum Engine Speed: A gear shift downwards is initiated if the engine speed
falls below the minimum engine speed [rpm].
Maximum Engine Speed: A gear shift upwards appears by exceeding the maximum
engine speed [rpm].
4. Vehicle Velocity
Based on the deviation of the actual vehicle speed from the specified value(s), the ECU
calculates the load signal according to the formula
( ) ( ) ( )
+ + =
t
des des des
n n d n n i n n p ls
0
dt
d
dt
ls load signal [1]
p proportional control gain [1/rpm]
i integral control gain [1/rpms]
d differential control gain [s/rpm]
des
n desired vehicle speed reduced to crank shaft speed[rpm]
The desired vehicle speed is interpolated from a specified constant value or a Table
of time dependent values.
5. Gearbox
To initialize the gearbox, input the gear step which will calculate the vehicle speed at
the start of the calculation (the corresponding engine speed is specified in
Simulation|Control|Globals).
3-20 23-Jun-2004
Input a table of corresponding gear ratios in ascending order [1].
Definition of the total gear ratio:
w
e
n
n
i = (3.2.7)
i gear ratio [1]
e
w
n driving wheel speed [rpm]
Vehicle Characteristics
When Driver is selected for the Transient Calculation, the following input fields of the
Vehicle sub-group are activated.
Figure 3-12: Vehicle Input Window
Specify Inertia of Drivetrain, Vehicle Mass and Rolling Radius.
The vehicle load is calculated from the formula:
2
v d v c b
v
a
F + + + = (3.2.8)
F vehicle load [N]
v vehicle speed
d c b a , , , vehicle load coefficients
( in general determined by : b ... rolling resistance, uphill gradient;
c ... friction caused by laminar flow; d ... air resistance )
Input a constant value for Coefficient a or a Table of time dependent values.
Coefficients b, c, d are treated analogous.
23-Jun-2004 3-21
3.2.2.3. Calculation Modes
Two calculation modes are available:
Single calculation: Calculation of a single operating point of one engine
configuration; full output is available for a detailed analysis of the flow in the
engine.
Animation: Special output for the animated display of the results with the
BOOST post-processor is provided for last calculated cycle.
3.2.2.4. Identical Cylinders
BOOST features individual cylinders which means that each cylinder can have its own
specifications. If this feature is not required, it is recommended to select identical
cylinders in order to simplify the input process. In this case, only the specifications for
cylinder 1, the firing order and the firing intervals must be specified.
Provided that the cylinders feature identical data, the ROHR transfer option to other
cylinders may be activated. In this case, the Quasi-dimensional combustion model is only
applied to Cylinder 1 to calculate the rate of heat release curve. The obtained curve is
transferred to the remaining cylinders. For these cylinders, the high pressure cycle will be
simulated with a single zone model.
This also applies to the Hiroysau and AVL MCC combustion models.
3.2.2.5. User-Defined Concentrations
BOOST calculates the distribution of an arbitrary number of tracer gases (gases which do
not influence engine performance). The required number of tracer gases is specified by the
number of user-defined concentrations.
3.2.2.6. Mixture Preparation
Two types of mixture preparation are available:
Internal: The fuel is added to the cylinder during the high pressure cycle.
External: The fuel is fed to the intake system by a carburetor or a fuel
injector or is aspirated together with the air from the ambient.
DGI engines have to be defined as External.
3.2.2.7. Fuel Data
BOOST provides accurate gas properties for the following fuels:
Gasoline
Diesel
Methane
Methanol
Ethanol
Hydrogen
Butane
Pentane
Propane
3-22 23-Jun-2004
For each fuel, default values for the lower heating value and for the stoichiometric air/fuel
ratio are also available. If more accurate data is available, the default values may be
overwritten.
3.2.2.8. Reference Conditions
The reference conditions (pressure and temperature) are required in order to calculate
specific engine performance data such as delivery ratio, volumetric efficiency etc. related to
ambient conditions. It is the user's responsibility to ensure that these conditions match
the conditions at the system boundary from which the engine aspirates its air. Otherwise,
the results might be misleading.
3.2.2.9. Gas Properties
In general, BOOST uses variable gas properties, which means that at any location in the
system the gas properties are determined from the actual gas composition, actual pressure
and actual temperature.
If there is no cylinder in the calculation model, constant gas properties may be used in
order to simplify the calculation. For the calculation of constant gas properties used
through out the model, reference conditions and a reference gas composition must be
defined.
Select Constant Gas Properties and then select the Gas Properties sub-group in the tree
to open the following window.
Figure 3-13: Simulation Control Constant Gas Properties Window
23-Jun-2004 3-23
3.2.3. Time Step Control
Select the Time Step Control sub-group in the tree to open the following window.
Figure 3-14: Simulation Control Time Step Control Window
1. Cycle
Select 2-Stroke or 4-Stroke.
2. Maximum Calculation Period
The maximum calculation period sets the crank angle interval after which the
simulation stops and the results will be written to the .bst file. For steady state
simulations it must be sufficiently long in order to achieve stable calculation results. It
is recommended to use a multiple of the cycle duration. The required calculation
period until stable conditions are achieved depends upon the engine configuration.
With an increasing number of cylinders, the calculation period may become shorter.
4-stroke engines need shorter calculation periods than 2-stroke engines. For
turbocharged (TC) engines, especially if the BOOST pressure is calculated from the
turbine size, significantly longer calculation periods are required than for naturally
aspirated (NA) engines. For an initial estimate, the following data may be used:
Single cylinder NA 4-stroke engine: 7200 degrees CRA
Multi cylinder NA 4-stroke engine: 4320 degrees CRA
Multi cylinder TC 4-stroke engine: 14400 degrees CRA
Single cylinder 2-stroke engine: 7200 degrees CRA
Multi cylinder 2-stroke engine: 4320 degrees CRA
3-24 23-Jun-2004
It is recommended to check whether stable conditions have been achieved using the
transient analysis feature of the BOOST post-processor.
3. Pipes
BOOST allows the user to specify either the calculation time step in degree
crankangles or a target cell size in mm. From the stability criterion for the pipe flow,
(refer to Chapter 2.11) and from the input time step or target cell size, BOOST will
calculate the required cell size or the required time step respectively.
The time step for the calculation determines the accuracy (especially the frequency
resolution) of the calculation result. However, the number of cells in the pipe system
increases dramatically with decreasing time step, which increases the required CPU
time.
To avoid unnecessary large output files, a separate time step for saving the results
(time step for traces and animation output) must be specified.
Note: CFL Multiplier is for advanced users and is currently under

development.
4. Restart and Time Reset
Restart allows a calculation to be continued from a previously saved point.
Deselect Restart to start the new calculation with the initial values specified in the
data set. A data saving interval may be specified in order to save restart data at
regular crank angle intervals. With a data saving interval of 0 degrees crankangle, no
restart data will be written to the hard disk.
The restart files have same name as the model with the extension .rs0 and .rs1. The
first restart file is written to .rs0 and the second to .rs1. The third restart file is
written to .rs0, thus only the penultimate and last restart files exist.
In the case of a restart, the program checks for the most recent file and takes the
stored conditions for the initialization. The same directory as the input file is checked
first and then the parent directory of the input file (one level up) for each restart file.
This allows individual cases to be restarted from other cases provided it cannot find
both restart files in its own case directory. Note that the restart file for a case is copied
to the parent directory on completion of that case. If neither .rs0 nor.rs1 exist, the
program run will be interrupted with an error message.
Select Restart to start the new calculation with initial conditions taken from a restart
file. For a single calculation the maximum calculation period is the sum of the
calculation period of the initial calculation and that of the restart calculation.
To avoid long transient output, select Time Reset. In a restart, this causes only the
transient results from the restart on to be written to the .bst-file. The transient
results will be lost from the calculation where the restart file was obtained. If Time
Reset is deselected, the complete history will be stored on the .bst-file and can be
analyzed using the transient analysis feature of the BOOST post-processor.
Refer to Section 3.2.6 for Convergence Control.
23-Jun-2004 3-25
3.2.4. FIRE Link Control
Please refer to the BOOST-FIRE 1D-3D Coupling Manual for further information.
3.2.5. BMEP Control
The BMEP Control offers a convenient way to reach a target BMEP value without the
need of using an ECU element.
According to the following formula (3.2.9) either the injected fuel mass (DI, GDI) of
selected cylinders or the flow-coefficient of selected restrictions (throttle, turbine waste-
gate) is controlled.
( ) ( )
+ =
t
des
CDUR
lower upper guess
dt BMEP BMEP
t
i
vc vc vc vc
0
(3.2.9)
vc controlled value (injected fuel mass [kg] or flow coefficient [1] )
guess
vc initial value for controlled value ([kg] or [1] )
upper
vc ,
lower
vc upper and lower limit for controlled value ([kg] or [1] )
i integral control gain [1/Pa]
CDUR
t cycle duration [s]
des
BMEP target BMEP [Pa]
BMEP current BMEP[Pa]
Select BMEP Control in the Simulation Control / Globals window (Figure 3-8). Then select
the BMEP Control sub-group in the tree to open the following window.
Figure 3-15: Simulation Control BMEP Control Window
Specify the controlled elements and required parameters.
3-26 23-Jun-2004
3.2.6. Convergence Control
A convergence control can be performed, where either a convergence flag is set or the
calculation stops, if a prescribed convergence criterion is fulfilled.
Select Convergence Control in the Time Step Control window (Figure 3-14), then select
the Convergence Control sub-group in the tree to open the following window.
Figure 3-16: Simulation Control Convergence Control Window
The controlled elements, parameters and the corresponding threshold values can be
specified. Also Finish or Flag should be specified.
The convergence criterion is that the variation of the cycle averaged values (transients) of
some parameters in BOOST elements over the last three consecutive cycles is less than a
prescribed threshold.
The following elements and variables can be used for convergence control:
1. Cylinder:
IMEP
2. Measuring point:
Convergence (combination of pressure, velocity and temperature)
3. Turbocharger:
Rotational speed
Turbine discharge coefficient
Turbine-to-total massflow
Turbine work
Compressor work
23-Jun-2004 3-27
Compressor pressure ratio
Boost pressure
4. Turbo Compressor:
Compressor work
Boost pressure
5. Positive Displacement Compressor:
Compressor work
Boost pressure
6. Plenum:
Pressure
Temperature
Mass
For each selected variable the threshold value has to be specified.
3.2.7. Engine Friction
For the calculation of the brake mean effective pressure (BMEP) and the brake specific
fuel consumption (BSFC), the specification of friction mean effective pressure (FMEP) over
engine speed and engine load is required.
Select the Engine Friction sub-group with the right mouse button and then select Add. If
the Engine Friction list is already available, click on it with the left mouse button to show
the input window. Select it with the right mouse button to access Edit, Remove and Add.
The engine friction may be defined versus engine speed for several loads expressed by
BMEP. If only one friction curve is input, this curve will be used irrespective of the actual
engine load. Values which are not specified explicitly in the table are obtained by
interpolation.
3.2.8. Volumetric Efficiency
The BOOST pre-processor allows a plenum or a measuring point to be specified as a
reference location for the calculation of the air delivery ratio and the volumetric efficiency
related to intake manifold conditions.
Select Simulation Volumetric Efficiency and then select the desired element with the left
mouse button to display the relevant information. Select OK to complete the selection
process.
3-28 23-Jun-2004
3.3. Design a BOOST Calculation Model
To create a calculation model, double-click the required element in the Element tree with
the left mouse button. In the working area move the displayed element to the desired
location with the left mouse button.
The positioning of the elements in the working area is assisted by a grid. The spacing of
the grid points and the total size of the working area may be adjusted by selecting
File|Page Setup. If a symbol must be positioned between grid points, snapping to the grid
can be suppressed by pressing the shift key together with the left mouse button.
It is recommended to locate all required elements in the working area and then connect
them with the pipes. Finally the measuring points should be located in the pipes. The
elements are numbered automatically in the order which they were inserted.
3.3.1. Pipe Design
Select to insert a pipe. All possible points for a pipe attachment are indicated by
small circles. Triangles are displayed for cylinders, air cleaners, catalysts and coolers to
represent intake and exhaust connections. Select the desired circle (or triangle) with the
left mouse button to attach the pipe to the element.
Define the shape of the pipe by placing as many reference points in the working area as
required with the left mouse button. The last of the series of points must be located at a
possible pipe attachment and then click the right mouse button to complete the
connection.
The appearance of a pipe may be modified by selecting it with the mouse and then selecting
. The pipe defined points become visible and can be moved with the left mouse
button. Additional points may be inserted by clicking the line between two reference
points with the left mouse button. The modification is finished by clicking the right mouse
button.
Attachment points of pipes at a plenum, a variable plenum, an air cleaner, catalyst or air
cooler may be relocated by dragging the attachment point with the left mouse button. The
direction in which the pipe was designed is suggested as the direction of positive flow
(indicated by an arrow). The direction can be reversed by selecting .
3.4. Specification of Input Data for Elements
Once the engine model is designed, the input data for each element must be specified.
3.4.1. Pipe
For thermodynamic engine simulation programs which consider the gas dynamics of the
intake and exhaust systems, the pipe element is one of the most important elements in the
engine model. One dimensional flow is calculated in the pipes by solving the appropriate
equations. This means that the pipe is the only element where the time lag caused by the
propagation of pressure waves or the flow itself is considered.
23-Jun-2004 3-29
BOOST allows the pipe diameter (given the same cross-sectional area), bend radius,
friction coefficient, wall heat transfer factor, wall temperature, as well as the initial values
for pressure, gas temperature, A/F ratio, concentration of fuel vapor and concentration of
combustion products to be specified depending on the location in the pipe by selecting
Table . If this feature is used, the pipe length must be specified first.
3.4.1.1. Bending Radius
For table input of the pipe bend radius, the pipe radius for a whole section is taken as the
value at the highest (or furthest) point defined. That is, the first value defined for table
input of bend radius will effectively be ignored.
For example, in the following table the bending radius is,
120mm from 0 - 105mm (along the length of the pipe)
60mm from 105mm to 210mm
10000mm from 210mm to 315mm
Figure 3-17: Example Table Input for Bending Radius
The bend angle for a pipe section is then calculated from the length of the defined section
divided by the bending radius.
Using the same example as before, between 105mm and 210mm:
degrees 100 radians 75 . 1
60
105 - 210
angle bend = = =
3-30 23-Jun-2004
3.4.1.2. Friction Coefficient
The pipe wall friction coefficient depends on the surface roughness of the pipe, pipe
diameter and the Reynolds number of the flow in the pipe. For fully turbulent flow, the
standard values for the friction coefficient may be taken from the following table:
Pipe Diameter [mm] Material
(Roughness [mm])
30 60 100 150
Plastics (0.0015) 0.011 0.01 0.01 0.01
Steel new (0.05) 0.023 0.019 0.017 0.016
Steel old (0.17) 0.032 0.027 0.023 0.021
Cast Iron (min. 0.25) 0.037 0.029 0.026 0.023
Cast Iron (max. 0.5) 0.044 0.037 0.031 0.028
Values between the specified diameters may be obtained by linear interpolation.
If the shape of the pipe cross-section is not circular, the friction coefficient must be
increased by the ratio of the geometric diameter and the hydraulic diameter. The
hydraulic diameter is defined as
C
A
d
h
4
= (3.4.1)
A cross-sectional area
C circumference of the cross-section
3.4.1.3. Heat Transfer Factor
The heat transfer coefficient for the calculation of the heat flux from or to the pipe walls is
calculated from the Reynolds analogy. The heat transfer factor allows the user to increase
or to reduce the heat transfer as the calculated heat transfer coefficient is multiplied by
this factor.
3.4.1.4. Variable Wall Temperature
BOOST can model the variation of the pipe wall temperature. This takes into account the
heat transfer from the outer pipe wall to a surrounding ambient and heat flux from the gas
flow to the pipe wall.
Additional input required for the variable wall temperature model is as follows,
wall thickness of the pipe.
specific heat capacity of the pipe material.
temperature in the ambient of the pipe.
cooling medium (air or water).
characteristic velocity.
23-Jun-2004 3-31
The outer heat transfer coefficient is calculated using the cooling medium (air or water)
and a characteristic velocity of the coolant. For a characteristic velocity of zero, a formula
for free convection is used for the calculation of the heat transfer coefficient. A forced
convection formula is used for a non-zero characteristic velocity.
The following table gives some property values of materials used typically for engine
manifolds:
Density Specific Heat Specific Heat
Material
[kg/m
3
] [kJ/kgK] Capacity [kJ/m
3
K]
Cast Iron 7200 0.545 3900
Steel 7840 0.46 3600
Aluminum 2700 0.91 2460
PVC (Plastics) 1390 0.98 1360
Ceramics 3500 0.84 2940
3.4.2. Cylinder
The specifications for the cylinders cover the basic dimensions of the cylinder and the
cranktrain (bore, stroke, compression ratio, conrod length, piston pin offset, firing order),
plus information on the combustion characteristics, heat transfer, scavenging process and
the valve/port specifications for the attached pipes. Furthermore, initial conditions for the
calculation in the cylinder must be specified.
If a standard cranktrain is used, the piston motion is calculated from the stroke, conrod
length and piston pin offset. The direction of positive piston pin offset is defined as the
direction of the rotation of the crankshaft at Top Dead Center (TDC).
Figure 3-18: Standard Cranktrain
3-32 23-Jun-2004
Alternatively, BOOST allows a user-defined piston motion to be specified. This gives the
user freedom to simulate an unconventional powertrain. For a user-defined piston motion
the relative piston position should be specified over crank angle. The relative piston
position is defined as the distance of the piston from the TDC position relative to the full
stroke. Zero degree crank angle corresponds to the Firing TDC of the selected cylinder.
Considering blow-by from the cylinder, an equivalent effective blow-by gap must be
specified as well as the average crankcase pressure. The actual blow-by mass flow is
calculated from the conditions in the cylinder and the pressure in the crankcase, and from
an effective flow area which is calculated from the circumference of the cylinder and the
effective blow-by gap. The blow-by mass flow is lost. No recirculation to the intake may be
considered.
For the specification of the combustion characteristics, either a heat release approach, a
theoretical combustion cycle, a user-written subroutine or a truly predictive model can be
selected from the pull down menu.
Thereby the total heat released during the combustion is calculated from the amount of
fuel which is burned in the cylinder and the lower heating value of the fuel.
For engines with internal mixture preparation the fuel is injected directly into the cylinder
and the fueling is therefore part of the cylinder specification. For convenience, the fueling
may be specified as the fuel mass which is injected into the cylinder or as a target A/F
ratio, where the actual fueling is calculated every cycle from the mass of air in the cylinder
and the specified target air/fuel ratio.
In the case of external mixture preparation, the fuel is fed to the intake system and the
total heat supply is calculated from the amount of fuel in the cylinder at intake valve
closing. For modeling of gasoline direct injection engines, fuel may be added to the
cylinder charge directly. In this case Cylinder Evaporation must be On and the
normalized rate of evaporation must be specified.
As for engines with internal mixture preparation, the evaporating fuel mass or the target
A/F-ratio can be set by the user. If the target A/F-ratio is selected, the injected fuel mass
will be determined as the fuel mass required in addition to the aspirated fuel mass to
achieve the desired A/F-ratio. If the A/F-ratio is already lower than the target A/F-ratio, no
fuel will be added. The evaporation heat is used to calculate the cooling of the cylinder
charge due to the evaporation of the fuel. The following table may be used to determine
the evaporation heat of different fuels:
Fuel Evaporation Heat [kJ/kg]
Methanol 1109
Ethanol 904
Gasoline 377-502
Gasoline (Premium) 419
Diesel 544-795
By specifying Heat from Wall greater than 0, the amount of evaporation heat covered from
the combustion chamber walls can be input.
23-Jun-2004 3-33
For the definition of the heat release characteristics over crank angle, the following options
are available:
Single VIBE function
Double VIBE function
Single Zone Table
Two Zone Table
Woschni/Anisits (internal mixture preparation only)
Hires et al. (external mixture preparation only)
User Defined Model
User Defined High Pressure Cycle
Motored
Vibe 2 Zone
Quasi-dimensional (external mixture preparation only in conjunction with
either a Physically Based or Empirically Based Combustion Model)
Hiroyasu (internal mixture preparation only)
3.4.2.1. Combustion Model
Single Vibe Function
The Vibe function is a very convenient method for describing the heat release
characteristics. It is defined by the start and duration of combustion, a shape parameter
'm' and the parameter 'a'. These values can be specified either as constant values or
dependant on engine speed (in rpm) and engine load (expressed as BMEP in bar). Select
Map to specify these values.
The heat release characteristic of gasoline engines, with essentially homogeneous mixture
distribution in the cylinder, is mainly determined by the flame propagation speed and the
shape of the combustion chamber. A high flame propagation speed can be achieved with
high compression ratio and high turbulence levels in the cylinder. In diesel engines on the
other hand, the combustion characteristic depends strongly on the capabilities of the fuel
injection system, compression ratio and the charge air temperature.
For accurate engine simulations the actual heat release characteristic of the engine, (which
can be obtained by an analysis of the measured cylinder pressure history), should be
matched as accurately as possible. To obtain an estimate on the required combustion
duration to achieve a certain crank angle interval between 10% and 90% mass fraction
burned, the following chart may be used.
3-34 23-Jun-2004
Figure 3-19: Crank Angle related to Combustion Duration
For example:
A shape parameter of 1.5 is selected and the duration between 10% and 90% MFB is 30
degrees CRA. The crankangle interval between 10% and 90% MFB related to the
combustion duration is 0.46. (read from the graph). Hence the combustion duration is
30/0.46 = 65 degrees CRA. The point of 50% MFB is at 10 degrees CRA ATDC. According
to the graph the location of 50 % MFB after combustion start related to the combustion
duration is 0.4. Thus the combustion start is calculated from 10 65 * 0.4 = -16 = 16
degrees BTDC.
If measured heat release data is not available, the following standard values may be used to
complete the engine model.
23-Jun-2004 3-35
Operating Point Comb. Duration Par. m
Gasoline Engine Standard Combustion System (2-Valve Engine)
1500 rpm WOT 60 degrees CRA 2.3
Standard Combustion System (4-Valve Engine)
Fast Burn Concepts
Passenger Car Naturally Aspirated (Full Load)
Diesel Engine (IDI) Rated Speed 90 degrees CRA 0.5
30% Rated Speed 65 degrees CRA 0.5
Turbocharged (Full Load)
Rated Speed 90 degrees CRA 1.0
Turbocharged Intercooled (Full Load)
Passenger Car Naturally Aspirated (Full Load)
Diesel Engine (DI) Rated Speed 80 degrees CRA 0.4
3-36 23-Jun-2004
Heavy Duty Naturally Aspirated (Full Load)
Truck Engine (DI) Rated Speed 70 degrees CRA 0.5
Medium Speed
Engines (DI, TCI)
Rated Output 65 degrees CRA 1.0
The start of combustion must be defined considering fuel consumption, peak cylinder
pressure limitation, or knocking characteristics for gasoline engines.
The Vibe parameter 'a' characterizes the completeness of the combustion. For complete
combustion, a value of 6.9 is required.
Double Vibe Function
For a good approximation of the double peak heat release characteristics of DI diesel
engines (first peak due to premixed burning, second peak due to diffusion burning),
BOOST allows two Vibe functions to be specified. These are superimposed during the
calculation process. Besides the start of combustion, the fuel allotment must be specified.
The fuel allotment is defined as the fraction of fuel burnt with the characteristics of Vibe 1.
For each Vibe function, the combustion duration and the shape parameter 'm' must also be
specified.
Single Zone Table
For an optimum approximation of the actual heat release characteristics of an engine,
BOOST allows reference points for the rate of heat release over crank angle to be specified.
As the specified heat release characteristics will be normalized by the BOOST code (i.e.
converted to percent of the total heat input per degree CRA), the dimension of the heat
release values is of no importance.
Woschni/Anisits Model
The Woschni/Anisits Model predicts the Vibe parameter for engines with internal mixture
preparation if the parameters for one operating point are known. This model should be
used for transient simulations as the heat release characteristics will change with different
operating conditions. In addition to the Vibe parameters, the following data must be
specified to characterize the baseline operating point:
a) Engine speed
b) Dynamic injection nozzle opening
c) Ignition delay
d) A/F ratio
e) Cylinder conditions at intake valve closes
23-Jun-2004 3-37
Hires et al. Model
For gasoline engines the Hires et al. Model may be used for transient simulations.
Similarly to the Woschni/Anisits model, the heat release characteristic is calculated from
the Vibe parameters and some characteristic data of a baseline operating point.
User Model
If the heat release characteristics are set to User Defined Model, the subroutine usrcmb is
called for the calculation of the rate of heat release. The source code of this subroutine is
available for the user and any model may be implemented provided it is translated into
valid FORTRAN 90, compiled and linked to the rest of the code.
User-Defined High Pressure Cycle
If the User-Defined High Pressure Cycle is selected, the complete high pressure cycle is
replaced by the subroutine usrhpr.
Note: Only experienced users should add user-defined subroutines.

If Constant Volume Combustion is selected, the entire combustion takes place at the
crankangle specified by the user. In theory, constant volume combustion yields maximum
efficiency at a certain compression ratio if no peak firing pressure limits have to be
considered and the combustion timing is set to firing TDC.
If the combustion characteristics are set to Constant Pressure Combustion, BOOST
determines the rate of heat release with the following strategy from the specified peak
cylinder pressure:
If the maximum cylinder pressure at the end of compression is lower than the
specified peak cylinder pressure, the cylinder pressure is raised to the specified
value by a constant volume combustion and the remaining fuel is burned in
such a way that this pressure is kept constant. This combination of constant
volume/constant pressure combustion is called the Seiliger process.
If the maximum cylinder pressure at the end of compression exceeds the
specified value, constant pressure combustion is initiated when the cylinder
pressure drops below the specified value during the expansion stroke.
In theory constant pressure combustion yields maximum efficiency for a certain peak firing
pressure if the compression ratio is selected to achieve the maximum sustainable peak
firing pressure at the end of the compression stroke.
The Seiliger process yields maximum efficiency for a certain combination of peak firing
pressure and compression ratio.
Motored
If the heat release characteristics are set to Motored, no combustion will take place
irrespective of the amount of fuel aspirated or injected.
3-38 23-Jun-2004
Vibe 2 Zone Combustion Model
For the Vibe 2 zone combustion model, the same input as for the single Vibe function is
required. However, instead of one mass averaged temperature, two temperatures (burnt
and unburned zone) are calculated. This model also predicts the knocking characteristics
of the engine, provided the actual rate of heat release is described properly by the Vibe
function specified.
Quasi-Dimensional Combustion Model
The quasi-dimensional approach, as the physically or empirically based combustion model
(PBCM or EBCM), in BOOST predicts the rate of heat release for homogenous charge
spark ignition engines. The combustion simulation is triggered at ignition timing.
A simple turbulence model is used for the determination of the entrainment rate of fresh
charge into the flame. The input required by this model are model constants for the
calculation of the turbulent kinetic energy and turbulent length scale at intake valve
closes.
If the design of the combustion chamber features a small piston to head clearance, aiming
to produce squish flow at the end of the compression stroke, a modified turbulence model
can be used. In this case a Flow Constant for the turbulence generation by squish flow
must be specified by the user.
Provided that the cylinders feature identical data, the ROHR transfer option to other
cylinders may be activated. In this case, the quasi-dimensional combustion model is only
applied to Cylinder 1 to calculate the rate of heat release curve. The obtained curve is
transferred to the remaining cylinders. For these cylinders, the high pressure cycle will be
simulated with a single zone model.
In addition to the model constants, the quasi-dimensional combustion model requires a
table specifying the contact areas between burned zone and head, liner, piston and
unburned zone (i.e. the free flame area) and the burned zone volume versus flame radius
and crankangle (piston position).
For simple geometries, the table can be generated by BOOST. Select the Chamber
Geometry Calculation subgroup to input the main dimensions of the combustion chamber.
For the cylinder head, the following shapes can be considered (required input as shown in
the sketches):
23-Jun-2004 3-39
Figure 3-20: Flat Cylinder Head
Figure 3-21: Disc Chamber Cylinder Head
Figure 3-22: Spherical Cylinder Head
3-40 23-Jun-2004
Figure 3-23: Backset Special Cylinder Head
Figure 3-24: Pent Roof Cylinder Head
In addition, the user must select the shape of the piston top from the following list
(required input as shown in the sketches):
23-Jun-2004 3-41
Figure 3-25: Flat Piston Top
Figure 3-26: Heron Piston Top
Figure 3-27: Spherical Bowl Piston Top
3-42 23-Jun-2004
Figure 3-28: Spherical Piston Top
Figure 3-29: Pent Roof Piston Top
If there is an offset between spark plug location and the cylinder axis as well as an offset
between the center of the piston bowl or top, the angle between spark plug and bowl or top
center must be input according to the definition shown in the following sketch.
23-Jun-2004 3-43
Figure 3-30: Definition of Angle between Spark Plug and Bowl/Top Center
For a pent roof head or a pent roof piston, the spark plug position must be defined by two
rectangular coordinates as shown in Figure 3-30.
Alternatively, the table can be generated externally and the name of the file can be
specified by the user. The file must be a sequential formatted ASCII file and may contain
comment lines marked with a # in the first column.
Note: The geometry file format has changed from version 3.2.
Figure 3-31: Definition of Spark Plug Position
3-44 23-Jun-2004
The file format can be seen in the following example.
TYPE 2
#
# Bore = 84.0mm, Stroke = 90.0mm, Compression Ratio = 9.0
# Headtype: flat
# Spark Plug Position: x = 0.0mm, y = 0.0mm, z = 0.0mm
# (Position x=0, y=0, z=0 means center of bore at head bottom)
# Pistontype: flat
# Number of flame radii
NUMFLARAD 101
# Number of piston positions
NUMPISPOS 101
# total head area [mm2]
TOTHEADAREA 5541.77
# minimal liner area [mm2]
MINLINAREA 2968.81
# total piston area [mm2]
TOTPISAREA 5541.77
# volume in head [mm3]
HEADVOL 0.00
# volume in piston [mm3]
PISVOL 0.00
# minimum piston position [-]
PISPMIN 0.00
# maximum piston position [-]
PISPMAX 90.00
# increment of piston position [-]
PISPINC 0.03
# minimum flame radius [mm]
FRADMIN 0.00
# maximum flame radius [mm]
FRADMAX 99.32
# increment of flame radius [mm]
FRADINC 0.99
# minimum burned zone volume[mm3]
BVMIN 0.00
# maximum burned zone volume[mm3]
BVMAX 525001.01
# flame front radii:
FLAMERADII
0.000000E+00 0.993177 ...
# contact area burned zone - cylinder head versus flame front radius [mm2]
HEADAREA
0.000000E+00 3.09887 ...
# depending on piston position:
# contact area burned zone - liner versus flame front radius [mm2]
# contact area burned zone - piston versus flame front radius [mm2]
# contact area burned zone - unburned zone versus flame front radius [mm2]
# burned zone volume versus flame front radius [mm3]
# data for piston position:
PISPOS 0.000000
LINERAREA
23-Jun-2004 3-45
0.000000E+00 0.000000E+00 ...
PISTONAREA
0.000000E+00 0.000000E+00 ...
FREEFLAMES
0.000000E+00 6.19773 ...
BURNEDVOL
0.000000E+00 2.05182 ...
# data for piston position:
PISPOS 0.027930
LINERAREA
0.000000E+00 0.000000E+00 ...
PISTONAREA
0.000000E+00 0.000000E+00 ...
FREEFLAMES
0.000000E+00 6.19773 ...
BURNEDVOL
0.000000E+00 2.05182 ...
.
Hiroyasu Combustion Model
The combustion model developed by Professor Hiroyasu predicts the rate of heat release of
DI Diesel engines. The model requires the swirl ratio as input for the in-cylinder charge
motion. In addition, the combustion bowl diameter, limiting the free spray length, should
be specified. The density and temperature at which the fuel is injected is required for the
properties of the liquid fuel. The fuels activation energy influences the ignition delay. If
the diameter of a fuel droplet gets smaller than the minimum droplet size specified,
immediate evaporation is assumed. For calculating the spray behavior, the number of
nozzle holes, their diameter and discharge coefficient must be specified. The number of
packages in radial direction defines the number of subdivisions in radial direction of the
spray.
The rate of injection defining the amount of fuel injected per degree crankangle must be
specified. The specified curve is normalized, so that the area beneath the curve is equal to
one. The actual amount of fuel injected is obtained from multiplying the normalized rate
of injection with the total fuel mass.
For each radial subdivision of the spray, define a Sauter mean diameter and a relative
mass content in the Package Data subgroup. The relative mass content influences the
radial fuel mass distribution in the spray. The model constants for calibrating the model
for a particular engine comprise of constants for the calculation of the ignition delay, the
air entrainment into the spray (overall, before ignition and wall impingement and after
wall impingement) the thickness of the spray at the wall after impingement, the
entrainment of burnt gases into the spray and a constant for the amplification of
turbulence intensity. Constants for the soot model influencing soot formation and its
consumption (oxidation) complete the input for the Hiroyasu combustion model for the
cylinder under consideration.
3-46 23-Jun-2004
Provided that the cylinders feature identical data the ROHR transfer option to other
cylinders may be activated. In this case Hiroyasus model will only be applied to cylinder
one to calculate the rate of heat release curve. The obtained curve is transferred to the
remaining cylinders. For these cylinders, the high pressure cycle will be simulated with a
single zone model.
AVL MCC Model
The AVL MCC model requires the number of injector holes, the hole diameter, the
discharge coefficient of the injector holes and the rail pressure to calculate with the
effective hole area, the velocity and thus the kinetic energy of the fuel jet.
The table containing the rate of injection determines injection rate. The input is
normalized and used with the fuel specified in the general cylinder box to determine the
fuel injected each time step.
The ignition delay is calculated using the modified ignition delay model developed by
Andree and Pachernegg. To fit the delay to measured data it can be influenced by the
ignition delay calibration factor.
The model parameters are normalised, therefore with a value of 1 good results should be
obtained. The following parameters control the rate of heat release and the NOx
production.
1. The ignition delay calibration factor influences the ignition delay, higher values result
in longer ignition delays.
2. The combustion parameter has the greatest influence on the ROHR shape. A higher
value results in a faster combustion.
3. The turbulence parameter controls the influence of the kinetic energy density while
the dissipation parameter influences the dissipation of the kinetic energy.
4. Dissipation parameter controls the turbulence dissipation.
5. The NOx production parameter has influence on the NOx result.
6. The EGR influence parameter controls the influence of EGR on combustion.
7. The premixed combustion parameter determines the fraction of fuel injected during
ignition delay burned during premixed combustion, a value of 0.7 should be used as
default.
23-Jun-2004 3-47
Figure 3-32: AVL MCC Combustion Model Window
3.4.2.2. Divided Combustion Chamber
If an engine with divided combustion chamber is to be simulated, the user may specify the
pre chamber data after selecting Chamber Attachment in the General folder of the
Cylinder element. The basic input of the pre chamber is its volume and the initial
conditions (pressure, temperature and gas composition) at exhaust value opens. The
geometry of the connecting pipe is described by its length and diameter. In addition the
turbulent wall friction coefficient, the wall temperature and a heat transfer amplification
factor must be input.
In order to consider particular pressure losses resulting from multi dimensional flow
phenomena at the connecting pipe orifice, BOOST requires the specification of flow
coefficients for in-flow and out-flow at the connecting pipe. The flow coefficients are
defined as the ratio between the actual mass flow and the loss-free isentropic mass flow for
the same stagnation pressure and the same pressure ratio.
The flow coefficients may be specified either as constant values or in a Table as
functions of time in seconds, time in degrees crank angle or pressure difference between
cylinder and chamber.
For in-flow (flow into the chamber) the pressure difference is defined as the static pressure
in the connecting pipe minus the pressure in the chamber. For out-flow it is defined as the
pressure in the chamber minus the static pressure in the connecting pipe.
The flow coefficients for flow from the chamber into a pipe depend mainly on the
protrusion of the pipe end through the wall in which it is installed and on its bellmouth
characteristics.
3-48 23-Jun-2004
The following table may be used to determine flow coefficients for well manufactured pipe
attachments. Values between the specified points can be obtained by linear interpolation.
Relative Inlet Radius Relative Edge
Distance
0.0 .02 .06 .12 .20
0.0 .815 .855 .910 .950 .985
0.025 .770 .840 .910 .950 .985
0.075 .750 .830 .910 .950 .985
0.20 .730 .825 .910 .950 .985
>0.50 .710 .820 .910 .950 .985
The relative inlet radius is defined as the inlet radius divided by the (hydraulic) pipe
diameter.
The relative edge distance is defined as the protrusion of the pipe end through the wall in
which it is mounted divided by the (hydraulic) pipe diameter. A relative edge distance
equal to zero represents a pipe mounted flush with the wall.
To specify the heat release characteristics in the chamber, the user may use a Vibe-
function, a double Vibe function or a single zone table.
If the wall heat transfer in the chamber is turned on, the box for the input of the required
data is accessed. The data comprise the chamber geometry (spherical or user-defined), the
friction coefficient for the calculation of the friction torque, the connecting pipe
eccentricity, the chamber wall temperature and a calibration factor. For a user defined
chamber geometry the surface area, the characteristic radius for the calculation of the heat
transfer coefficient by the Nuelt equation, and the inertia radius of the chamber are to be
defined by the user.
If a variable wall temperature is to be considered, the wall thickness of the pre chamber,
the conductivity of the material and its heat capacity as well as the coolant temperature
and the outer heat transfer coefficient must be input.
3.4.2.3. Heat Transfer
The following heat transfer models are available for the cylinder:
Woschni 1978 and 1990
Hohenberg
Lorenz 1978 and 1990 (Cylinders with attached chamber only)
AVL 2000
Alternatively, None can be selected.
In addition to the heat transfer coefficient provided by the heat transfer model, the surface
areas and wall temperatures of the piston, cylinder head and liner must be specified.
The wall temperatures are defined as the mean temperature over the surface.
A calibration factor for each surface may be used to increase or to reduce the heat transfer.
23-Jun-2004 3-49
For the surface areas the following guidelines may be used:
Piston:
DI diesel engines with a bowl: Surface area is approximately 1.3 to 1.5 times the bore area.
SI engines: Surface area is approximately equal to the bore area.
Cylinder Head:
DI diesel engines: Surface area is approximately equal to the bore area.
SI engines: Surface area is approximately 1.1 times the bore area.
Liner with Piston at TDC:
The area may be calculated from an estimated piston to head clearance times the
circumference of the cylinder.
Wall temperature must be specified at the piston TDC and BDC positions. Between those
positions a special temperature profile is assumed (refer to Section 2.1.1).
Refined Liner Layer Discretization:
If detailed information about the liner wall temperature distribution along the liner is
available, the option Layer Discretization allows the User to input the wall temperature
dependent on the distance from cylinder head.
This discretization can also be used in combination with an external link element (Liner
Layer Wall Temperature Actuator, Liner Layer Wall Heat Flow Sensor).
For both Woschni formulae, the user must specify whether the engine features a divided
combustion chamber.
Select IDI for IDI diesel engines (swirl chamber or pre-chamber combustion system).
Select DI for DI diesel engines and gasoline engines.
In order to consider the influence of the in-cylinder charge motion on the heat transfer
coefficient, the in-cylinder swirl ratio (defined as the speed of the charge rotation relative
to engine speed) must be specified.
Select Variable Wall Temperature to calculate the heat balance of the combustion chamber
walls. For each wall (head, piston and liner) an effective wall thickness together with
material data must be specified. Conductivity and heat capacity are required and the
following list provides some typical materials:
Heat Capacity Conductivity
Material
[kJ/m
3
K] [W/mK]
Cast Iron 3900 53
Steel 3600 48
Aluminum 2460 221
Ceramics 2940 5.5
For the heat transfer to the coolant (head and liner) and engine oil (piston), an average
heat transfer coefficient and the temperature of the medium must be specified.
For the heat transfer in the ports, a modified Zapf-model is used (refer to Section 2.1.2).
3-50 23-Jun-2004
3.4.2.4. Scavenging
Three scavenging models are available in the General window:
Perfect mixing: The gas flowing into the cylinder is mixed immediately with
the cylinder contents. The gas leaving the cylinder has the same composition
as the mixture in the cylinder. The perfect mixing model is the standard
scavenging model for the simulation of 4-stroke engines.
Perfect displacement: A pipeline model is used to determine the exhaust
gas composition. This means that all residual gases in the cylinder are
exhausted first. Only when no more residual gases are left in the cylinder, is
fresh charge lost to the exhaust.
User-defined scavenging model: For the simulation of 2-stroke engines,
the specification of the scavenging efficiency over scavenge ratio is required to
define the quality of the port arrangement with respect to scavenging flow.
This data are usually taken from literature or from the results of scavenging
tests. The scavenging efficiency is defined as the volume of fresh air in the
cylinder related to the total cylinder volume. The scavenge ratio is defined as
the total volume of air which entered the cylinder related to the total cylinder
volume.
Figure 3-33 shows a comparison of the scavenging efficiency curves of the perfect
displacement and the perfect mixing models.
Figure 3-33: Scavenging Models
23-Jun-2004 3-51
3.4.2.5. Valve / Port Data
For each pipe attached to a cylinder, the user must specify whether this port is controlled
by a valve or by the piston (piston control is only feasible for 2-stroke engines). If the
cylinder features a combustion chamber, the pipe may be also declared to be attached to
the chamber. In this case, the port may be either controlled by a valve or with the
standard definition of flow coefficients.
Click on the input field with the left mouse button to open the submenu shown in the
following window.
Figure 3-34: Valve Port Specifications Window
If the heat transfer in the intake and exhaust ports must be considered, the specification of
the port surface area and the mean port wall temperature is required (valve controlled port
only).
For the calculation of the heat balance of the port wall, similar data as for the combustion
chamber walls (i.e. the average thickness, the heat capacity and the conductivity of the
material) is required.
For the calculation of the summed up intake and exhaust mass flow characteristics, the
user must specify whether the considered port is an intake or exhaust port. A pipe
attached to the combustion chamber is considered as an intake.
For valve controlled ports the inner valve seat diameter is required for the calculation of
the port wall heat transfer coefficient, as well as for the conversion of normalized valve lift
to effective valve lift.
The valve lift is defined by the valve lift curve and by the valve clearance.
By specifying the crank angle of the first valve lift value and the cam length, the crank
angle range in the table is defined. The number of reference points for the valve lift curve
can be specified directly or by inputting a constant crank angle interval between two valve
lift points.
After completing the input of reference points, the input is presented in the graphics
window for immediate control purposes.
If a valve lift curve is already specified in the table, a new specification of the timing of the
first valve lift shifts the entire valve lift curve.
3-52 23-Jun-2004
If the cam length is changed, a shorter or longer valve lift curve will be calculated from the
baseline valve lift curve under the assumption of similar valve velocities.
The actual valve lift at a certain crank angle is calculated from the valve lift, specified in
the valve lift curve, minus the valve clearance, as shown in the figure below:
Figure 3-35: Calculation of Effective Valve Lift
For Valve Controlled valves a modification of the baseline valve lift curve can be specified
in the Modification of Valve Lift Timing. This is possible for each individual valve
connected to a cylinder so that different modifications can be applied to different intake (or
exhaust) valves of a multiple valve model.
Figure 3-36: Modification of Valve Lift Timing
23-Jun-2004 3-53
The possible modifications using these options is shown in the following figures
(dashed lines are the baseline valve lift curves before modification).
Figure 3-37: Positive intake valve opening and closing shift (same value)
Figure 3-38: Positive intake valve closing shift only
Figure 3-39: Positive intake valve opening shift only
Figure 3-40: Positive exhaust closing shift and positive intake opening shift
3-54 23-Jun-2004
Figure 3-41: Positive exhaust opening and closing shift (same value)
Figure 3-42: Positive exhaust opening shift only
Figure 3-43: Positive exhaust valve closing shift only
Figure 3-44: Positive exhaust valve closing shift and negative intake opening shift
23-Jun-2004 3-55
Figure 3-45: Negative exhaust shifts (same value) and positive intake shifts (same
value)
To consider particular pressure losses resulting from multi dimensional flow phenomena
which cannot be directly predicted by the program, BOOST requires the specification of
flow coefficients of the ports. The flow coefficients are defined as the ratio between the
actual mass flow and the loss-free isentropic mass flow for the same stagnation pressure
and the same pressure ratio.
BOOST allows the specification of the flow coefficients of ports as a function of the
pressure ratio at the port. For the flow into the cylinder, the pressure ratio is defined as
the pressure in the cylinder divided by the stagnation pressure in the port (pressure ratio
<1). For flow out of the cylinder, the pressure ratio is defined as the cylinder pressure
divided by the static pressure in the port (pressure ratio > 1).
BOOST interpolates linearly the flow coefficients of pressure ratios which are less than
and greater than one. It does not interpolate between the largest pressure ratio smaller
than one and the smallest pressure ratio larger than one. Outside the defined range the
value for the smallest/largest pressure ratio is taken. Figure 3-46 illustrates this
procedure:
Figure 3-46: Interpolation of Flow Coefficients
The program interprets the specified flow coefficients of the ports are related to the cross-
section of the pipe attached to the cylinder. If the measured flow coefficients of the ports
are related to a different cross-section, the scaling factor for the effective flow area may be
used to overcome this and achieve the correct effective flow areas.
Usually, the flow coefficients are related to the inner valve seat area. In this case, the
scaling factor may be calculated easily from the following formula:
3-56 23-Jun-2004
2
2
pi
vi v
sc
d
d n
f

= (3.4.2)
sc
f scaling factor
v
n number of valves modeled with the port under consideration
vi
d inner valve seat (= reference) diameter
pi
d attached pipe diameter
The flow coefficients of the ports must be specified over valve lift. This can be done either
by specifying the flow coefficients directly over valve lift or over the normalized valve lift.
The latter is defined as valve lift related to the inner valve seat diameter (AVL definition).
The advantage of using the normalized valve lift as a parameter is that the flow
coefficients of similar ports can be used without modification.
For intake ports, the swirl characteristics versus valve lift may also be specified by the
user. With this input, a dynamic in-cylinder swirl is calculated. In addition, a static swirl
with AVL's standard lift curve and the engines actual lift curve will be calculated for each
port.
The following options are available to specify the flow characteristics and the opening
characteristics of the ports of 2-stroke engines:
Specification of the effective flow area: The user may specify the
effective flow area over piston position or over crank angle. If, in addition to
the effective flow area, the port geometry is specified, the pre-processor
calculates the flow coefficients for the port automatically. They may be used to
determine effective flow areas for slightly modified ports (e.g. modified timing).
Specification of port geometry and flow coefficients: Instead of
specifying the effective flow area directly, the user may specify the port
geometry over piston position or crank angle, and the flow coefficients of the
port depending on the port opening. The port geometry, i.e. the port width
over piston position or crank angle must be specified for each port opening. In
a BOOST model one port may feature more than one opening so the number of
openings must be specified.
Similar to the valve controlled ports, BOOST allows the effective flow areas of the ports as
a function of pressure ratio at the port to be specified. The definition of pressure ratio is
the same as described for valve controlled ports.
The scaling factor may be used to increase or to decrease the specified flow areas by a
constant factor.
The effective flow areas of the ports may be specified either as a function of the distance
between the actual position of the piston and its TDC position, or on crank angle. If the
effective flow area is specified over crank angle, the full crank angle range between port
opening and port closing must be covered. It is the users responsibility to ensure that the
timing relative to BDC is symmetrical.
23-Jun-2004 3-57
The flow coefficients are defined as the actual mass flow related to the specific mass flow
rates calculated from the isentropic flow equations for the same stagnation pressure and
temperature and for the same pressure ratio.
The definition of the port geometry consists of the specification of the port openings, the
port width (either as chord or as developed length) over the distance from the upper port
edge, and the minimum duct cross-section.
The port opening timing may be specified either in degrees crank angle after TDC or as the
distance between the upper port edge and the TDC position of the piston top (location of
upper port edge below TDC), Figure 3-47.
Figure 3-47: Definition of Window Geometry
The minimum duct cross-section is required to determine the upper limit for the geometric
cross-section of the port. It may be specified directly or calculated from the port opening
dimensions and the port angles (angles between the port centerline and the horizontal and
radial planes), Figure 3-48.
Figure 3-48: Calculation of Minimum Duct Cross Section
3-58 23-Jun-2004
The flow coefficients of the ports of two-stroke engines are related to the actual port
opening area which varies with piston position. They must be specified as a function of
distance from the upper port edge.
3.4.3. Measuring Point
Using measuring points, the user can access flow data and gas conditions over crank angle
at a certain location in a pipe. The location of the measuring point must be specified as its
distance from the upstream pipe end.
The user may select the output for a measuring point.
Standard : pressure, flow velocity, temperature, Mach number and mass flow rates.
Extended : Additional output of stagnation pressure, stagnation temperature, enthalpy
flow, fuel concentration, combustion products concentration, fuel flow,
combustion products flow, forward and backward pressure and velocity waves.
Additional acoustic data is also written to the acoustic folder for measuring
points with extended output selected.
3.4.4. Boundaries
3.4.4.1. System Boundary
The system boundary element provides the connection of the calculation model to a user-
definable ambient.
General
Select Saving of Energy and Mass for Backflow to determine the temperature condition
for Inflow by the accumulated Outflow.
Boundary Type:
Standard is the default setting for a system boundary. No special features
are used.
Anechoic Termination suppress backward pressure waves. This can be
used for the termination of an acoustic model.
Acoustic Source generates a varying pressure in the ambient. Used for
generating source conditions for acoustic models.
Boundary Conditions
Both local or global boundary conditions can be set. In the later case one of the predefined
global sets can be used to specify the boundary conditions.
The ambient conditions (pressure, temperature, air/fuel ratio, fuel vapor and combustion
products) must be specified either as constant values or in a Table as functions of time
or crank angle.
23-Jun-2004 3-59
If internal mixture preparation is considered, the input of fuel vapor and combustion
products is disabled. In this case the A/F ratio represents the A/F ratio of the mixture of
air and combustion products in the ambient and no unburned fuel in the ambient is
allowed.
If external mixture preparation is considered, the A/F ratio represents the A/F ratio of the
combustion gases in the ambient. In addition, the mass fractions of the combustion
products and the fuel vapor must be specified.
The input of user-defined concentrations is disabled if the number of user-defined
concentrations was set to zero.
Flow Coefficients
The flow coefficients for flow from the ambient into a pipe depend mainly on the
protrusion of the pipe end through the wall in which it is installed and on its bellmouth
characteristics.
Relative Inlet Radius Relative Edge
Distance
0.0 .02 .06 .12 .20
0.0 .815 .855 .910 .950 .985
0.025 .770 .840 .910 .950 .985
0.075 .750 .830 .910 .950 .985
0.20 .730 .825 .910 .950 .985
>0.50 .710 .820 .910 .950 .985
diameter r/D
h
.
which it is mounted, divided by the (hydraulic) pipe diameter L/D
h
. A relative edge
distance equal to zero represents a pipe mounted flush with the wall, refer to Figure 3-49.
Figure 3-49: Mounting of a Pipe End
3-60 23-Jun-2004
For flow out of a pipe into the ambient, a flow coefficient of 1.0 is normally used if there is
no geometrical restriction in the orifice.
Acoustic Source
The numerical generation of an acoustic periodic signal (white noise) is carried out as the
sum of N sinusoidal pressure oscillations with a fixed amplitude, p, and frequency
multiple of the fundamental frequency, f.
( )
=
+ + =
N
n
n o
ft p p t p
1
2 sin ) (
p
o
is a constant value representing the mean ambient pressure. A random phase is used for
each sinusoidal component of the sum.
Minimum frequency: This is also the fundamental frequency for the pressure
calculation.
Maximum frequency: Frequency is incremented from the minimum frequency in
steps of the fundamental frequency (also the minimum frequency) until the maximum
frequency is reached.
Mean Pressure, p
o
: Base pressure about which the pressure is varied. This can be
used to control the mean flow during the simulation depending on the termination
conditions.
Delta Pressure, p: The acoustic pressure of the source.
3.4.4.2. Aftertreatment Boundary
The aftertreatment boundary element provides the connection of the aftertreatment
analysis model to a user-definable ambient. Two aftertreatment boundaries (one inlet and
one outlet) can be connected to one catalytic converter model or one diesel particulate
filter. The application of this type of boundary can only be used for aftertreatment analysis
simulations. More detailed information can be found in the BOOST Aftertreatment
Manual.
Note: Input values for an aftertreatment boundary are considered to be

periodic. This means the defined period is repeated until the end of the
simulation.
23-Jun-2004 3-61
3.4.4.3. Internal Boundary
The internal boundary element allows boundary conditions for the calculation model to be
specified directly in the last cross section of a pipe where a model ends. It is extremely
helpful if measured boundary conditions in the intake and exhaust pipe of a cylinder are
available. In this case a simplified sub-model of the engine between the two measuring
points is made. An internal boundary is placed at the location of the measuring point, and
the measured pressure and temperature over crank angle are specified.
Figure 3-50: Engine Cylinder Sub-model
General
Select Save Energy and Mass for Backflow to determine the temperature boundary
condition when flow is into the pipe from the accumulated flow out of the pipe into the
boundary.
Boundary Conditions
Both local or global boundary conditions can be set. In the later case one of the predefined
global sets can be used to specify the boundary conditions.
The gas conditions in the pipe (pressure, temperature, air/fuel ratio, fuel vapor and
combustion products) must be specified either as constant values or in a Table as a
function of time or crank angle.
If internal mixture preparation is selected, the input of fuel vapor and combustion
products is disabled. In this case the A/F Ratio represents the A/F Ratio of the mixture of
air and combustion products in the pipe, and no unburned fuel in the pipe is allowed.
If external mixture preparation is considered, the A/F ratio represents the A/F ratio of the
combustion products in the pipe. In addition, the mass fractions of the combustion
products and of the fuel vapor in the pipe must be specified.
The input of user-defined concentrations is disabled if the number of user-defined
concentrations has been set to zero.
3-62 23-Jun-2004
3.4.5. Transfer Elements
3.4.5.1. Flow Restriction
The flow restriction element is used to consider a distinct pressure loss at a certain
location in the piping system. This pressure loss may be caused by a geometrical
restriction of the pipe cross-section (e.g. a butterfly valve, an orifice plate, etc.), or by a
flow separation at that location caused by a step in the diameter of the piping or by a
narrow elbow.
For a flow restriction, flow coefficients must be specified for both possible flow directions.
The flow coefficients are defined as the ratio between the actual mass flow and the loss-
free isentropic mass flow for the same stagnation pressure and the same pressure ratio.
The flow coefficients of restrictions depend very much on the design details of the
restriction (control valve, orifice, flow separation, sudden change of diameter etc.).
Standard values for the flow coefficients can only be given for a sudden change of the
diameter.
For a sudden expansion of the flow (flow direction from a smaller to a larger diameter
pipe), the flow coefficients depend mainly on the cross-sectional area ratio. This influence
is considered automatically by the BOOST program. The values specified in the input
cover only the deterioration over the ideal geometry. Therefore, a value of 1.0 is
recommended for a well manufactured diameter step.
For a sudden contraction of the flow (flow from a larger to a smaller diameter pipe), the
flow coefficients depend again mainly on the cross-sectional area ratio and on the relative
radius at the inlet to the smaller pipe. This is defined as the actual radius divided by the
(hydraulic) diameter of the smaller pipe (refer to Figure 3-51).
Figure 3-51: Sudden Diameter Change
23-Jun-2004 3-63
Area Ratio (d/D) Relative
Radius (r/d) 0.0 .4 .7 .9 1.0
0.0 .815 .865 .915 .960 1.0
0.02 .855 .895 .935 .970 1.0
0.06 .910 .935 .960 .980 1.0
0.12 .955 .970 .980 .990 1.0
>0.20 .985 .990 .995 .998 1.0
Values between the specified points can be obtained by linear interpolation.
For all other types of restriction, the flow coefficients must be determined by steady state
flow tests or estimated from the geometrical restriction of the pipe cross-section.
Note: In BOOST the flow coefficients of restrictions are always related to

the minimum attached pipe cross-section.
BOOST allows the values for the user-defined concentrations to be defined at each flow
restriction by selecting the respective switch. If this option is selected, the specified values
for the user-defined concentrations will be permanently attributed to the mass flow at this
location.
3.4.5.2. Rotary Valve
Rotary valves are used to control the air flow in a pipe as a function of crank angle or time.
A typical application is the control of the intake process of a two-stroke engine. In the
BOOST system the rotary valve is treated in a similar way to the flow restriction
For the rotary valve the flow coefficients must be specified for both possible flow directions
depending on the time in seconds or on crank angle.
The flow coefficients are defined as the ratio between the actual mass flow in the loss-free
isentropic mass flow for the same stagnation pressure and the same pressure ratio.
Note: For the rotary valve, the flow coefficients are related to the
minimum pipe cross-section attached.
BOOST allows the values for the user-defined concentrations to be defined at each rotary
valve by selecting the respective switch. If this option is selected the specified values for
the user-defined concentrations will be attributed to the mass flow at this location.
3-64 23-Jun-2004
3.4.5.3. Check Valve
A check valve is a pressure actuated valve used to prevent reverse flow. Two models are
available:
1. Simplified Check Valve Model
The flow resistance of the valve only depends on the pressure difference over the check
valve. No inertia effects of the valve are considered. In this case BOOST requires the
specification of flow coefficients for both possible flow directions as a function of the
pressure difference over the check valve.
2. Full Check Valve Model
The dynamic valve lift is calculated using an equivalent spring-damper-mass system.
The flow coefficients must be specified as a function of the valve lift.
The moving masses, damping coefficient, valve spring pre-load and valve spring rate
must be defined. Furthermore, the specification of reference areas is required in order
to calculate the forces acting on the valve resulting from the pressure difference over
the valve. BOOST allows different reference areas for the closed valve and opened
valve to be specified.
The maximum valve lift may be limited as is often the case in real check valve
configurations.
Flow coefficients as a function of valve lift must be specified for both possible flow
directions.
BOOST allows the values for the user-defined concentrations to be defined for each check
valve by selecting the respective switch. If this option is selected, the specified values for
the user-defined concentrations will be permanently attributed to the mass flow at this
location.
3.4.5.4. Fuel Injector / Carburetor
The injector element is used for engines with external mixture preparation to add the fuel
to the air in the intake system.
Note: Wall film transport and evaporation model for the fuel are currently
not available. Only completely vaporized fuel is added.
To consider the particular pressure losses resulting from multi-dimensional flow
phenomena which cannot be predicted by the program, BOOST requires the specification
of flow coefficients at the fuel injector. The flow coefficients are defined as the ratio
between the actual mass flow and a loss-free isentropic mass flow for the same stagnation
pressure and the same pressure ratio.
The fuel supply is specified by the A/F ratio.
23-Jun-2004 3-65
If the carburetor model is used, the instantaneous mass flow at the carburetor position is
used together with the specified A/F ratio to calculate the amount of fuel supplied. Due to
oscillating flow at the carburetor location a considerable enrichment of the mixture may
occur.
Note: It is necessary to check the actual A/F ratio in the cylinder and to
correct the A/F ratio at the carburetor if the values are different to those
desired.
For the fuel injector model, a measuring point at the position of the air flow meter must
be specified. In this case the fueling is calculated from the mass flow at the air flow meter
position and the specified A/F ratio. As the air flow meter usually serves more than one
injector, the percentage of the total air flow served by each injector must be specified.
3.4.5.5. Pipe Junction
For the junction of pipes three sub-models are available:
1. Constant Pressure Model
Flow coefficients for flow to the junction and flow out of the junction must be specified
explicitly by the user for each pipe attachment. The flow coefficients for the pipe
attachments may be specified either as constant values or as functions of time in
seconds, time in degrees crank angle or on the pressure difference at the pipe
attachment. For in-flow (flow into the junction), the pressure difference is defined as
the static pressure in the pipe minus the pressure at the junction, and for out-flow as
the pressure at the junction minus the static pressure in the pipe.
Note: This model corresponds to a plenum with zero volume. The

momentum of flow into the constant pressure junction is lost.
2. Constant Static Pressure Model
This junction model enforces the same static pressure in all pipe cross sections
attached to the junction.
3. Refined Model (Three-way Pipe Junctions)
An accurate calculation model based on the equations for orifice flow is available. This
model requires flow coefficients for each flow path in each possible flow pattern, which
adds up to two times six flow coefficients. Figure 3-52 shows the qualitative trend of
these flow coefficients versus the ratio of the mass flow in a single branch to the mass
flow in the common branch for a joining flow pattern.
3-66 23-Jun-2004
Figure 3-52: Flow Coefficients of a Junction
The actual values depend on the geometry of the junction, i.e. the area ratio and the
angle between the pipes. BOOST interpolates suitable flow coefficients for the
considered junction from a database (RVALF.CAT) delivered with the program.
The database contains the flow coefficients of six junctions, covering a wide range of
area ratios and angles. The data was obtained from measurements on a steady state
flow test rig. The file RVALF.CAT is a formatted ASCII file. The user may add
measured flow coefficients for special junctions or for an extension of the catalogue.
The structure of the file is as follows:
MEASURED 0 30 1.3158 1.6900
11 0 0.7600 0.0000 0.2332 0.4385 0.6072 0.7400 0.8380 0.9032 0.9381 0.9462 0.9314 0.9029
12 30 0.5917 0.0000 0.1732 0.3530 0.5208 0.6624 0.7691 0.8375 0.8696 0.8727 0.8595 0.8490
21 30 1.6900 0.0000 0.0785 0.1517 0.2205 0.2859 0.3486 0.4087 0.4661 0.5202 0.5702 0.6192
22 150 1.2844 0.0000 0.0740 0.1430 0.2077 0.2690 0.3268 0.3807 0.4294 0.4712 0.5036 0.5418
31 0 1.3157 0.0000 0.1311 0.2565 0.3696 0.4696 0.5567 0.6315 0.6954 0.7507 0.8001 0.8241
33 150 0.7785 0.0000 0.1212 0.2297 0.3249 0.4061 0.4735 0.5271 0.5680 0.5972 0.6163 0.6351
41 0 1.3157 0.0000 0.1498 0.2997 0.4495 0.5133 0.5964 0.6811 0.7619 0.8453 0.9498 1.0800
42 30 1.6900 0.0000 0.1710 0.3420 0.5130 0.6099 0.7049 0.7894 0.8606 0.9216 0.9812 1.0400
51 30 0.5917 0.0000 0.0410 0.0831 0.1266 0.1720 0.2196 0.2698 0.3231 0.3795 0.4394 0.5023
52 150 0.7785 0.0000 0.0672 0.1290 0.1862 0.2394 0.2894 0.3366 0.3812 0.4234 0.4632 0.4944
61 0 0.7600 0.0000 0.0489 0.1006 0.1552 0.2135 0.2761 0.3439 0.4180 0.4995 0.5896 0.6862
62 150 1.2844 0.0000 0.1275 0.2319 0.3197 0.3952 0.4620 0.5226 0.5785 0.6304 0.6678 0.6959
S1 0 1.3157 0.6192 0.6892 0.7526 0.8059 0.8452 0.8687 0.8767 0.8720 0.8593 0.8456 0.8241
S2 30 1.6900 0.8241 0.8456 0.8593 0.8720 0.8767 0.8687 0.8452 0.8059 0.7526 0.6892 0.6192
CATALOGUE 0 90 1.6900 1.3158
11 0 0.5917 0.0000 0.2751 0.5096 0.6916 0.8227 0.9069 0.9510 0.9644 0.9643 0.9603 0.9496
12 90 0.7600 0.0000 0.1051 0.2158 0.3242 0.4236 0.5095 0.5796 0.6337 0.6739 0.7042 0.7380
21 90 1.3157 0.0000 0.0858 0.1615 0.2304 0.2943 0.3540 0.4098 0.4608 0.5055 0.5417 0.5715
22 90 0.7785 0.0000 0.1377 0.2595 0.3673 0.4626 0.5465 0.6196 0.6818 0.7328 0.7715 0.7985
31 0 1.3157 0.0000 0.0828 0.1701 0.2610 0.3545 0.4486 0.5403 0.6259 0.7006 0.7490 0.7705
32 90 0.7785 0.0000 0.0863 0.1697 0.2491 0.3241 0.3942 0.4589 0.5175 0.5691 0.6128 0.6575
41 0 1.6900 0.0000 0.1103 0.2298 0.3531 0.4760 0.5969 0.7167 0.8389 0.9698 1.1182 1.3000
42 90 1.3157 0.0000 0.1391 0.2488 0.3375 0.4121 0.4778 0.5385 0.5966 0.6532 0.7080 0.7520
51 90 0.7600 0.0000 0.0611 0.1255 0.1904 0.2538 0.3142 0.3708 0.4236 0.4730 0.5200 0.5609
52 90 1.2844 0.0000 0.1019 0.2085 0.3155 0.4192 0.5166 0.6054 0.6842 0.7523 0.8098 0.8446
61 0 0.5917 0.0000 0.0529 0.1057 0.1583 0.2112 0.2646 0.3193 0.3757 0.4349 0.4975 0.5619
62 90 0.7785 0.0000 0.0829 0.1565 0.2240 0.2874 0.3482 0.4075 0.4653 0.5213 0.5745 0.6217
S1 0 1.6900 0.5715 0.6028 0.6318 0.6617 0.6901 0.7149 0.7350 0.7501 0.7602 0.7665 0.7705
S2 90 1.3157 0.7705 0.7665 0.7602 0.7501 0.7350 0.7149 0.6901 0.6617 0.6318 0.6028 0.5715
23-Jun-2004 3-67
The lines are described as follows:
1
st
line:
Measured: The flow coefficients are used for a junction with the same area
ratio and the same angle between the pipes.
Catalogue: The flow coefficients are used for the interpolation of flow
coefficients if no suitable measured flow coefficients are found. They are not
used even if the specified junction in the data set exactly matches the junction
from which the catalogue data was obtained.
Deflection angle for flow path 1 (a c), flow pattern 1
Deflection angle for flow path 2 (a b), flow pattern 1
Area ratio between pipe a and c
Area ratio between pipe b and c
2
nd
to 13
th
line:
The first two characters indicate the flow pattern and the flow path.
Deflection angle of the specific flow path
Area ratio between the pipe attachments upstream and downstream of the
specific flow path
Flow coefficients for the mass flow ratio 0, 0.1, 0.2, 0.9, 1.0 between the flow in
the specific flow path and the total mass flow through the junction.
14
th
and 15
th
line:
Additional flow coefficients for the special treatment of injector effects in flow pattern
4 (joining flow). These lines must be omitted if there is no flow against a pressure
gradient.
3.4.6. Volume Elements
3.4.6.1. Plenum
A plenum is defined as an element in which spatial pressure and temperature differences
are not considered. This means that the momentum of the flow in the plenum is neglected.
General
Specify the volume of the plenum.
In case of contained perforated pipes the effective volume is calculated by subtracting the
volume of the contained pipes from the specified one.
Wall Heat Transfer may be selected or deselected.
If selected, input fields in the Wall Heat Transfer sub-group are activated. The
specification of the plenum surface, the wall temperature, and the heat transfer coefficient
are required. The user may specify the heat transfer coefficient directly or use a simplified
heat transfer model for plenums incorporated in BOOST. In this case, the calculated heat
transfer coefficient may be increased or decreased by means of an amplification factor.
In order to determine the transient wall temperature, the wall thickness of the plenums,
its material properties and data describing the ambient of the plenum are required.
3-68 23-Jun-2004
Initialization
The initial conditions (pressure, temperature, gas composition and user-defined
concentrations) must be specified for a plenum, as well as flow coefficients for each pipe
attachment.
Flow Coefficients
In order to consider particular pressure losses resulting from multi-dimensional flow
phenomena which cannot be directly predicted by the program, BOOST requires the
specification of flow coefficients for in-flow and out-flow at each pipe attachment. The flow
coefficients are defined as the ratio between the actual mass flow and the loss-free
isentropic mass flow for the same stagnation pressure and the same pressure ratio.
The flow coefficients for each pipe attachment may be specified either as constant values or
in a Table as functions of time in seconds, time in degrees crank angle or pressure
difference at the pipe attachment.
For in-flow (flow into the plenum) the pressure difference is defined as the static pressure
in the pipe minus the pressure in the plenum and for out-flow as the pressure in the
plenum minus the static pressure in the pipe.
The flow coefficients for flow from the plenum into a pipe depend mainly on the protrusion
of the pipe end through the wall in which it is installed, and on its bellmouth
characteristics.
Relative Inlet Radius Relative
Edge
Distance
0.0 .02 .06 .12 .20
0.0 .815 .855 .910 .950 .985
0.025 .770 .840 .910 .950 .985
0.075 .750 .830 .910 .950 .985
0.20 .730 .825 .910 .950 .985
>0.50 .710 .820 .910 .950 .985
diameter.
which it is mounted divided by the (hydraulic) pipe diameter. A relative edge distance
equal to zero represents a pipe mounted flush with the wall.
For flow out of a pipe into the plenum, a flow coefficient of 1.0 is normally used if there is
no geometrical restriction in the orifice.
23-Jun-2004 3-69
Perforated Pipe
Select to insert a perforated pipe in the plenum.
Specify the following perforation data:
Porosity and Porosity Discharge Coefficient for both flow directions, which determine the
effective perforation flow area.
Perforation Hole Diameter and Perforation Wall Thickness which have influence on the
inertia of the flow across the perforation (Porosity, Perforation Hole Diameter and
Perforation Wall Thickness can be specified pipe location dependent).
Figure 3-53: Perforated Pipe in Plenum Window
In addition to the specification of standard pipe and perforation data, input for the pipe
ends is necessary. Four types of connection for a perforated pipe end are available as
shown in the following figure:
Figure 3-54: Perforated Pipes Contained in Plenum
3-70 23-Jun-2004
1. If the pipe end is attached to the plenum boundary and there is no outside pipe
connected to the same anchor: this results in the pipe end being connected to a system
boundary. This system boundary will be automatically generated but not shown on the
screen. Additional data for this system boundary has to be specified. The data for this
system boundary can be input in the data window for the appropriate perforated pipe.
2. If the pipe end is attached to a plenum boundary and an outside pipe connects to the
same anchor: This results in a connection via a restriction element between these two
pipes. The restriction will be automatically generated but not shown on the screen.
Additional data for this restriction has to be specified. The data for this restriction can
be input in the data window for the appropriate perforated pipe.
3. If a single pipe end is attached to an anchor point inside the plenum: This results in a
connection between the pipe end and the plenum. The flow coefficients for the inflow
and outflow from this pipe have to be specified in the data window for the plenum.
4. If two pipe ends are attached to the same anchor point inside the plenum: This results
in a connection via a restriction element between these two pipes. The restriction will
be automatically generated but not shown. Additional data for this restriction has to be
specified.
3.4.6.2. Variable Plenum
The variable plenum is similar to a standard plenum and in addition considers the change
of the volume and surface area of the plenum over time. The user may specify the volume
over time explicitly by selecting one of the following:
1. User-Defined
BOOST allows the volume and the surface area to be specified depending on time in
seconds or on time in degrees crank angle. Zero volume is not allowed as input.
2. Crankcase
The user must specify the number of the cylinder to which the defined crankcase is
related. By specifying the geometrical crankcase compression ratio, which is defined as
the volume of the crankcase with the piston at TDC divided by the volume of the
crankcase with the piston at BDC, the geometrical definition of the crankcase is
completed.
For consideration of the wall heat transfer in a crankcase BOOST requires the
specification of the minimum plenum surface area (piston at BDC), the wall
temperature, and the heat transfer coefficient. Similar to the plenum data for the
calculation of the heat balance of the variable plenum wall can be specified by the user.
The heat transfer coefficient may be specified directly or a simplified heat transfer
model for plenums incorporated in BOOST can be used.
3. Scavenging Pump
A scavenging pump is defined as a pumping cylinder which is directly actuated by the
crankshaft. This means that the speed of the scavenging pump is equal to engine
speed.
For consideration of the power consumption of the scavenging pump the user must
specify to which cylinder the scavenging pump is attached.
23-Jun-2004 3-71
The geometrical specifications of a scavenging pump cover the TDC delay relative to
the attached cylinder, the bore and the stroke of the pumping cylinder as well as the
con-rod length and the piston pin offset. The definition of the volume of the
scavenging pump over crank angle is completed by the specification of the scavenging
pump compression ratio, which is defined as the BDC volume divided by the TDC
volume.
3.4.6.3. Perforated Pipe in Pipe
In addition to the standard pipe data for inner and outer pipe, the following perforation
data should be specified in the following window:
Figure 3-55: Perforated Pipe in Pipe Window
Porosity and Porosity Discharge Coefficient for both flow directions, which determine the
effective perforation flow area.
Perforation Hole Diameter and Perforation Wall Thickness which have influence on the
inertia of the flow across the perforation (Porosity, Perforation Hole Diameter and
Perforation Wall Thickness can be specified pipe location dependent).
Heat transfer between the two pipes is not considered and the wall heat transfer dialog for
the inner pipe is disabled.
Note: The geometric outer pipe diameter should be input (not the
diameter) to give the effective flow area in the outer pipe. This is because
the effective flow area of the outer pipe is calculated from its cross
sectional area less the cross sectional area of the inner pipe.
3-72 23-Jun-2004
3.4.7. Assembled Elements
3.4.7.1. Air Cleaner
For the air cleaner, the performance characteristics at the design point must be specified in
addition to the geometrical data. BOOST automatically creates a more refined calculation
model of a plenum-pipe-plenum type for the air cleaner. This is used to model the gas
dynamic performance of the air cleaner as well as the pressure drop over the air cleaner
depending on the actual flow conditions.
Geometrical Properties
The input of the total air cleaner volume, the inlet and outlet collector volumes and the
length of the filter element is required. In addition, the user must specify what pipes are
connected to the inlet and outlet of the air cleaner. It is important to note that the length
of the filter element is also used to model the time a pressure wave needs to travel through
the cleaner.
Flow Coefficients
Particular flow resistances at the inlet to and at the outlet from the air cleaner can be
considered. The flow coefficients for the pipe attachments may be specified as a function of
time in seconds, time in degrees crank angle or pressure difference at the pipe attachment.
For in-flow (flow into the air cleaner) the pressure difference is defined as the static
pressure in the pipe minus the pressure in the air cleaner collector, and for out-flow as the
pressure in the air cleaner collector minus the static pressure in the pipe.
Gas Properties
The air cleaner performance is specified by means of a reference mass flow, the target
pressure drop (defined as the static pressure difference at the inlet and the outlet pipe
attachment) at the reference mass flow and the inlet air conditions (temperature and
pressure), Figure 3-56.
23-Jun-2004 3-73
Figure 3-56: Steady State Air Cleaner Performance
On the basis of this information, the wall friction loss of the model is adjusted by the
program.
3.4.7.2. Catalyst
For the catalyst, the performance characteristics at the design point must be specified in
addition to the geometrical data. As for the air cleaner (refer to 3.4.7.1) BOOST
automatically creates a more refined calculation model of the catalyst. This is used to
model the gas dynamic performance of the catalyst as well as the pressure drop over the
catalyst depending on the actual flow conditions.
Note: The catalyst model in the BOOST cycle simulation is a purely gas
dynamic model and does not include chemical reactions. Chemical
reactions can be simulated using the aftertreatment analysis mode (refer to
the Aftertreatment Manual).
3-74 23-Jun-2004
The input of the total catalyst volume (i.e. the monolith volume consisting of the gas and
also the solid structure), the inlet and outlet collector volumes and the length of the
monolith is required. For the specification of the honeycomb cell structure the user can
choose between the input of a square cell or general catalyst. In the first case the cell
structure can be defined via CPSI values and wall thickness, in the latter the user can
directly input the catalysts open frontal area (OFA), the channel hydraulic unit (diameter
or area) the geometric surface area (GSA). The friction of the catalyst either can be
specified by reference conditions and a target pressure drop(refer to 3.4.7.1) or by using a
friction coefficient and a friction multiplier. This friction coefficient is applied for turbulent
flows, whereas for laminar flow the Hagen-Poisseuille law is evaluated. The input of the
friction multiplier can be used for taking different channel shapes into account in both the
laminar and turbulent flow region (refer to the Aftertreatment Manual). In addition, the
user must specify what pipes are connected to the inlet and outlet of the catalyst.
Flow Coefficients
Particular flow resistances at the inlet to and at the outlet from the catalyst can be
time in seconds, time in degrees crank angle, or on the pressure difference at the pipe
attachment. For in-flow (flow into the catalyst) the pressure difference is defined as the
static pressure in the pipe minus the pressure in the catalyst collector, and for out-flow as
the pressure in the catalyst collector minus the static pressure in the pipe.
Gas Properties
The catalyst performance is specified by means of a reference mass flow, the target
pressure drop at the reference mass flow, and the inlet air conditions (temperature and
pressure). On the basis of this information, the wall friction loss of the model is adjusted
by the program.
3.4.7.3. Air Cooler
For the air cooler the performance characteristics at the design point must be specified in
addition to the geometrical data. BOOST automatically creates a more refined calculation
model of the air cooler (plenum-pipe-plenum). This is used to model the gas dynamic
performance of the air cooler as well as the pressure drop over the air cooler depending on
the actual flow conditions. In addition, a model for the cooling performance of the air
cooler is created based on the layout data.
The input of the total air cooler volume, the inlet and outlet collector volumes, and the
length of the cooling core is required. In addition, the user must specify what pipes are
connected to the inlet and outlet of the air cooler.
23-Jun-2004 3-75
Flow Coefficients
Particular flow resistances at the inlet to and at the outlet from the air cooler can be
attachment. For in-flow (flow into the air cooler), the pressure difference is defined as the
static pressure in the pipe minus the pressure in the air cooler collector, and for out-flow as
the pressure in the air cooler collector minus the static pressure in the pipe.
Gas Properties
The gas dynamic performance is specified by means of a reference mass flow, the target
pressure drop at the reference mass flow, and the inlet air conditions (temperature and
pressure). The cooling performance is specified by the coolant temperature and the target
outlet temperature or the target efficiency. The cooler efficiency is the achieved
temperature difference related to the maximum possible temperature difference:
cool in
out in
c
T T
T T
= (3.4.3)
c
cooler efficiency
in
T inlet temperature
out
T outlet temperature
cool
T coolant temperature
On the basis of this information, the wall friction loss and the heat transfer in the pipe
modeling the cooling core are adjusted by the program.
3.4.7.4. Diesel Particulate Filter (DPF)
For the DPF, the performance characteristics at the design point must be specified in
addition to the geometrical data. As for the air cleaner (refer to 3.4.7.1) BOOST
automatically creates a more refined calculation model of the DPF. This is used to model
the gas dynamic performance of the DPF as well as the pressure drop over the DPF
depending on the actual flow conditions.
Note: The DPF model in the BOOST cycle simulation is a purely gas
dynamic model and does not include chemical reactions. Chemical
reactions can be simulated using the aftertreatment analysis mode (refer to
the Aftertreatment Manual).
The input of the total DPF volume consisting of the gas and the solid volume fraction, the
inlet and outlet collector volumes in conjunction with the length of the monolith is
required. For the specification of the honeycomb cell structure the user can choose
between a square cell or general DPF. For the former, the cell structure may be defined via
CPSI values and wall thickness, in the latter the user can directly input the DPF open
frontal area (OFA), the channel hydraulic unit (diameter or area) the geometric surface
area (GSA).
3-76 23-Jun-2004
The friction of the DPF either can be specified by reference conditions and a target
pressure drop (refer to 3.4.7.1), or by using a friction coefficient and a friction multiplier.
This friction coefficient is applied for turbulent flows, whereas for laminar flow the Hagen-
Poisseuille law is evaluated. The input of the friction multiplier can be used for taking
different channel shapes into account in both the laminar and turbulent flow region (refer
to the Aftertreatment Manual).
Flow Coefficients
Particular flow resistances at the inlet to and at the outlet from the DPF can be
attachment. For in-flow (flow into the DPF) the pressure difference is defined as the static
pressure in the pipe minus the pressure in the DPF collector, and for out-flow as the
pressure in the DPF collector minus the static pressure in the pipe.
Gas Properties
The DPF performance is specified by means of a reference mass flow, the target pressure
drop at the reference mass flow, and the inlet air conditions (temperature and pressure).
On the basis of this information, the wall friction loss of the model is adjusted by the
program.
3.4.8. Charging Elements
3.4.8.1. Turbocharger
Two types of turbocharger models are available:
1. Simplified Model
This model is only suitable for steady state simulations. BOOST considers the mean
compressor and turbine efficiencies over the cycle in order to calculate the
turbocharger energy balance. The advantage of this model is that it only requires
limited data to describe the turbocharger performance characteristics. Furthermore,
this model provides three modes for the turbocharger simulation:
Boost pressure calculation: The boost pressure is calculated from the specified
turbine size and turbocharger efficiency.
Turbine layout calculation: The required turbine size is calculated from the
target pressure ratio across the compressor and the turbocharger efficiency.
Waste-gate calculation: The waste-gate mass flow is calculated from the target
pressure ratio across the compressor, the turbocharger efficiency and the specified
turbine size. If the target pressure ratio cannot be achieved even with the waste-
gate closed, the boost pressure which can be achieved will be calculated from the
specified turbine size.
Input data and calculation result relative to the turbocharger mode are shown in the
following table:
23-Jun-2004 3-77
Boost Pressure Turbine Layout Waste Gate
Turbine size input result input
Compressor
pressure ratio
result input input
Turbine to total
mass flow rate
1 1 result
The turbine size is specified by the equivalent discharge coefficient of the turbine. The
effective flow area of the turbine is calculated from the equivalent discharge coefficient
and the cross-section of the pipe representing the turbine outlet. The conversion of the
swallowing capacity taken from the turbine map at a certain pressure ratio to an
effective flow area is done with Equation 3.4.4:
1
2

|
|
|
.
|
\
|
=
R
po
To m
A
eff
(3.4.4)
eff
po
To m
swallowing capacity
R gas constant
pressure function
The pressure function is evaluated at the pressure ratio at which the effective flow
area is to be determined. Typical values for the gas constant R and the ratio of specific
heats of combustion gases are 287 J/kgK and 1.36 respectively. When evaluating the
pressure function it must be observed whether the pressure ratio is supercritical.
In this case,
max
must be used instead of .
To determine the swallowing capacity from an effective turbine flow area obtained by a
turbine layout calculation, Equation 3.4.4 must be solved for
po
To
m
.
.
The equivalent turbine discharge coefficient may be specified as a function of the
turbine expansion ratio (Table ).
The compressor efficiency can be taken from the compressor performance map using
the expected pressure ratio and compressor mass flow data.
The turbine efficiency can be taken either from a full turbine operating map (if
available), or from any equivalent information provided by the turbocharger supplier.
The turbocharger overall efficiency is the product of compressor efficiency, turbine
efficiency and mechanical efficiency of the turbocharger.
3-78 23-Jun-2004
For twin entry turbines and multiple entry turbines, the reduction of the turbine
efficiency due to the unequal flow distribution at unequal pressure ratios across the
flows is taken into account by a reduction of the turbine efficiency. Figure 3-57 shows
the factor by which the turbine efficiency is multiplied depending on the pressure ratio
between the flows.
Figure 3-57: Deterioration Factor of a Twin Entry- or Multiple Entry Turbine
Note: The turbine efficiency output in the global results or in the

transients is the mass flow weighted average of the calculated efficiency
over one cycle.
For the BOOST pressure calculation the pressure ratio at the compressor only
represents an initial value for the start of the calculation. Similarly, the equivalent
discharge coefficient of the turbine only represents an initial value for the turbine
layout calculation.
In the case of a twin entry turbine or a multiple entry turbine, an inlet flow coefficient
must be specified in order to describe the interference between the attached pipes. The
inlet interference flow coefficient is related to the cross-section of the pipe representing
the turbine inlet. For radial type turbines, an inlet interference flow coefficient of 0.2
is recommended and for axial type turbines a value of 0.05 is recommended.
In the case of a waste-gate calculation, an initial value for the ratio between the mass
flow through the turbine and the total exhaust mass flow (through turbine and waste-
gate) also must be specified.
The attachment type of each pipe (compressor inlet/outlet, turbine inlet/outlet) is
known from the sketch of the model and can be checked in the Pipe Attachments sub-
group.
23-Jun-2004 3-79
2. Full Model
This model requires the input of the entire compressor and the entire turbine map.
Compressor
In the compressor map, iso speed lines (pressure ratio versus mass or volume flow) and
lines of constant isentropic efficiency are plotted. The map is limited to the left side by
the surge line. Beyond this line the mass flow through the compressor becomes
unstable and the compressor will be destroyed if operated too often in this area.
On the right side the map is limited by choked flow either through the compressor
wheel or the diffuser. This is indicated by the steep gradient of the iso speed lines, see
the following figure.
Figure 3-58: Compressor Map
Before the map can be input, the unit of the wheel speed and the x-axis of the map
must be set. They may be related to a reference condition defined in the box. The
suitable units may be selected from the list. For the specification of the compressor
map points defined by the mass or volume flow, the pressure ratio, the wheel speed and
the isentropic efficiency must be input by the user.
In addition the x-axis of the compressor map can be scaled with the mass flow scaling
factor and the efficiencies modified additively by the efficiency offset.
Turbine
The following turbine types are available for defining the turbine performance map:
Single entry
Single entry - Variable Turbine Geometry (VTG): For each vane position a
map must be defined.
Twin entry - simplified model: Only one map is specified. The map is
measured with the same pressure ratio across both flows of the turbine. The
interaction between the flows can be modeled by the definition of a suitable
inlet interference coefficient.
3-80 23-Jun-2004
Twin entry - full model: For each ratio of the total pressures at the turbine
entry, a map containing the swallowing capacity of the two flows must be
specified.
Twin entry VTG - simplified model: For a twin entry VTG only the
simplified model is available.
Multiple entry - simplified model: Only one map is specified. The map is
measured with the same pressure ratio across all flows of the turbine. The
interaction between the flows can be modeled by the definition of a suitable
inlet interference coefficient.
Multiple entry VTG - simplified model
The vane position must be set for VTGs.
In a turbine map (Figure 3-59) the swallowing capacity is plotted versus the pressure
ratio across the turbine with the wheel speed as parameter. The isentropic efficiency
can be plotted in the same way or it can be plotted versus the blade speed ratio.
BOOST supports the input of both map types. The suitable units for the definition of
the swallowing capacity and the reference conditions can be selected from predefined
lists. Similar to the compressor map, the data for the definition of each point in the
map must be input by the user. For each map a mass flow scaling factor allows the
user to scale the swallowing capacities specified and an efficiency offset to modify the
efficiencies additively.
For steady state simulations, an internal boost pressure control may be activated. For
fixed geometry turbines an internal waste-gate is simulated, similar to the simplified
model. For turbines with variable geometry, the vane position is determined. Select
Internal Wastegate Simulation / Determination of vane position to activate the boost
pressure control. The user must specify the target compressor pressure ratio and the
initial value for the turbine to total massflow ratio (fixed geometry turbine only) in this
case.
Note: It is assumed that vane position 0 is the fully closed position and
vane position 1 is the fully open position.
In addition to the maps, the total inertia of the turbocharger wheel together with the
setting of the unit and the mechanical efficiency of the turbocharger must be defined.
23-Jun-2004 3-81
Figure 3-59: Turbine Map
The BOOST pre-processor features an import filter for digital compressor and turbine
maps as ASCII-files according to SAE standard J1826 [T2].
The format of the files is:
Compressor:
Line 1: Description (supplier, model name, compressor
nomenclature, reference test number) A15, A10,
A20, A10
Line 2: Inlet diameter (mm), outlet diameter (mm), inlet type,
outlet type, impeller inertia (N-m-s) F10, F10, A15,
A15, F10)
Line 3, 4, 5: Additional comments (can be left blank) A80
Line 6 N: Corrected speed (r/min), corrected mass flow (kg/s),
pressure ratio (T-S), efficiency (decimal) F10, F10,
F10, F10
Note: Corrected mass flow rates and speeds are listed in ascending
order.
3-82 23-Jun-2004
The following table shows an example
supplier model compressor name ref. #
30.000 40.000 inlet type outlet type 0.0011
comment 1
comment 2
comment 3
20000 0.006 1.075 0.4
20000 0.025 1.05 0.42
40000 0.009 1.12 0.3
40000 0.05 1.02 0.5
80000 0.0368 1.3 0.65
80000 0.0515 1.26 0.7
80000 0.0632 1.233 0.7
80000 0.0794 1.15 0.65
100000 0.0368 1.5 0.65
100000 0.05 1.475 0.7
100000 0.1 1.26 0.65
120000 0.0441 1.74 0.65
120000 0.1 1.577 0.77
120000 0.125 1.38 0.65
140000 0.0574 2.04 0.65
140000 0.0735 2.01 0.7
Turbine:
Line 1: Description (supplier, model name, turbine
nomenclature, reference test number) A15, A10,
A20, A10
Line 2: Test compressor, housing type, discharge
connection description A20, A20, A20
Line 3: Inlet gas temperature (C) or turbine inlet-to-
compressor discharge temperature ratio (K/K), oil
type, oil temperature (C), rotor/shaft inertia
(N-m-s) F10, A10, F10, F10
Line 4: Cooling liquid description (if any), inlet temperature
(C), inlet pressure (kPa) A20, F10, F10
Line 5, 6, 7: Additional comments (can be blank) A80
Line 8 N: Speed parameter (r/min K), mass flow parameter
(kg K/s-kPa), expansion ratio (T-S), turbine x
mechanical efficiency (decimal) F10, F10, F10, F10
Note: Expansion ratios and speeds are listed in ascending order.

23-Jun-2004 3-83
The following table shows an example
supplier model turbine name ref. #
test compressor housing type discharge connect.
800.00 oiltype 100.000 0.0011
cooling liquid 120.000 1500.00
comment 1
comment 2
comment 3
44000 4.33 1.5 0.52
44000 4.47 1.54 0.53
44000 4.53 1.58 0.53
55000 4.8 1.71 0.52
55000 5 1.8 0.54
55000 5.07 1.88 0.53
66000 5.2 2.02 0.52
66000 5.4 2.15 0.54
66000 5.53 2.28 0.55
The following table gives an overview about the usage of the different models and their
modes together with the external waste gate element for steady state and transient
simulations:
simplified model
Full
model
boost pressure turbine layout waste gate
With internal
boost
pressure
control
Without
internal boost
pressure
control
calculation mode
Steady state
Without waste
gate element
Yes Yes Yes Yes Yes
With waste gate
element
No Yes Yes No No
Transient
Without waste
gate element
No Yes No No No
With waste gate
element
No Yes No No No
3-84 23-Jun-2004
3.4.8.2. Positive Displacement Compressors
For a mechanically driven positive displacement compressor, BOOST requires the
specification of the performance characteristics along a line of constant compressor speed
(Simplified Model) or the full performance map (Full Model).
The full set of performance characteristics consists of the mass flow or volume flow
characteristics, the temperature increase or isentropic efficiency and the power
consumption or total efficiency as a function of pressure ratio.
Figure 3-60: PD-Compressor Map
The flow characteristics of the compressor may be specified either as the corrected mass
flow over pressure ratio (defined as the actual mass flow multiplied by the ratio between
inlet air temperature and reference air temperature, and the ratio between reference inlet
pressure and air inlet pressure), or by the volume flow over pressure ratio.
If the corrected mass flow is selected, the reference inlet pressure and the reference inlet
temperature must be specified also.
For the specification of the internal efficiency of the compressor, either the temperature
increase over pressure ratio for reference inlet conditions or the isentropic efficiency may
be specified.
The information on the mechanical losses of the blower is obtained from the specification
of the power consumption over pressure ratio at reference conditions or from the
specification of the total efficiency.
Using the Simplified Model all performance characteristics may be specified in a Table
as a function of pressure ratio at the compressor (iso-speed line) or in a simplified way as a
constant value.
Applying the Full Model all performance characteristics have to be specified in the
compressor operating map.
In order to facilitate the input of operating maps provided by various hardware suppliers,
BOOST allows the selection of the most suitable dimensions.
The attachment type of each pipe (inlet/outlet) is known from the sketch of the model.
They can be checked by clicking pipe attachments.
23-Jun-2004 3-85
3.4.8.3. Turbo Compressor
For the simulation of a mechanically driven turbo-compressor, BOOST requires the
specification of the mechanical efficiency, the specification of the performance
characteristics of the turbocompressor along a line of constant compressor speed
(Simplified Model) or the full map similar to the map of the compressor of a turbocharger
(Full Model) refer to Figure 3-58.
Using the Simplified Model the pressure ratio and the isentropic efficiency may be
specified over the corrected mass flow or over the corrected volume flow for a line of
constant turbo-compressor speed (Table ). For a simplified approach, constant values
of pressure ratio and isentropic efficiency may also be specified.
The corrected volume flow is defined as the actual volume flow multiplied by the square
root of the ratio between reference and actual air inlet temperature.
The corrected mass flow is defined as the actual mass flow multiplied by the square root of
the ratio between inlet and reference inlet air temperature, and the ratio between
reference and actual air inlet pressure.
To match the actual calculated flow characteristics to the corrected volume or mass flow
data, BOOST requires the specification of the reference temperature and reference
pressure related to the correct flow data. They must be taken from the performance maps
provided by the supplier.
In order to facilitate the input of operating maps provided by various hardware suppliers,
BOOST allows the selection of the most suitable dimensions.
The attachment type of each pipe (inlet/outlet) is known from the sketch of the model and
can be checked in the Pipe Attachments sub-group.
3.4.8.4. Waste Gate
A waste gate is a valve actuated by the pressure difference on the valve body plus the
pressure difference on a diaphragm mechanically linked to the valve body.
The instantaneous valve lift is calculated using an equivalent spring-damper-mass system.
The flow coefficients must be specified as a function of valve lift.
General
The area on the high and low pressure side of the diaphragm are required in order to
calculate the forces acting on the valve resulting from the respective pressures. The
maximum lift of the valve may be limited.
Flow coefficients for flow must be specified. A leakage through the control diaphragm can
be modeled by the input of a suitable flow coefficient for flow from the high to the low
pressure side and vice versa. This flow is treated in the same way as the flow through a
flow restriction.
Valves
The area of the valve body exposed to the high pressure with the valve closed and opened
and the area of the valve body exposed to the low pressure are required. The moving
masses, damping coefficient, valve spring pre-load and valve spring rate must be defined.
3-86 23-Jun-2004
Flow Coefficients
Flow coefficients as a function of valve lift must be specified in both possible flow
directions. If an electronically controlled waste gate is modeled, a flow restriction
influenced by the engine control unit should be used.
3.4.9. External Links Elements
3.4.9.1. FIRE Link
Please refer to the FIREBOOST 1D-3D Coupling Manual for further information.
3.4.9.2. User Defined Element
The User-Defined-Element (UDE) allows the user to include user-defined elements in the
calculation model. The UDE is supported in both the pre and post-processor. Special
subroutines allow user written code to simulate the element. The user written routines
must be compiled and linked to create a new BOOST executable to run the model. The
Appendix includes the options for compiling and linking a new BOOST executable.
Data handling for all the pipe attachments is done by the UDE. The output generated by
the users algorithm may be analyzed with the BOOST post-processor provided that the
BOOST interface routines are used. For this purpose, the Number of Output Values must
be input in the UDE General window. This defines the size of the vector for the output
values. For each value a time average will be output in the TRANSIENT section and
crank angle resolved data in the TRACES section.
In addition to the number of output values, the flow coefficients at each pipe attachment
must be defined. Similar to the system boundary or the plenum, different flow coefficients
may be defined for in- and outflow of the UDE. The flow coefficients may also depend on
time in degree crank angles or seconds or on the pressure difference between the UDE and
the attached pipe cross section.
Figure 3-61: UDE Input
Please request the user written source code from boost_support@avl.com.
23-Jun-2004 3-87
3.4.10. Control Elements
There are two main types of engine control element available in BOOST:
Internal Control Element: ECU
External Link Elements: MATLAB API and MATLAB DLL
The link to an External Control Element Library is a complementary element to the
Engine Control Unit (ECU) element. It may be used to incorporate complex models of
engine control and management systems developed with MATLAB/SIMULINK (MATLAB-
API Element, MATLAB-DLL Element) or any commercial software featuring C-code
generation (MATLAB-DLL Element). All the important functions of an electronic engine
control device can be simulated. Figure 3-62 shows a flowchart giving an overview of the
interaction between BOOST and the External Link.
Figure 3-62: Interaction between BOOST and External-Link Element
3.4.10.1. Wire
The wire element is a visual representation of a connection (information channel) between
an engine control element (Engine Control Unit, MATLAB DLL, MATLAB API) and the
elements. No specific input is required for the wire. The wire can represent both an
actuator channel and a sensor channel.
Elements providing sensor data to an External Link Element (or ECU) and elements
controlled by actuators need to be connected to the External Link Element (or ECU) by a
wire (exception: global engine data).
The sensor channel and actuator channel selections are made in the control elements
connected to the wires.
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3.4.10.2. Engine Control Unit
In order to facilitate the input of the Engine Control Unit specifications, the input is
organized in several layers.
In the first box the guiding input of the ECU is selected. Possible guiding inputs are:
Load signal: The load signal is a fictive input to the ECU. It can be
understood as the drivers' command in a drive-by-wire arrangement.
Desired Engine Speed: The engine control calculates the load signal using
the control gains proportional, integral and differential together with the
deviation of the actual engine speed from the desired engine speed:
( ) ( )
( )

+ + =
t
des
des des
dt
n n d
d dt n n i n n p ls
0
(3.4.5)
ls load signal
p proportional control gain
i integral control gain
d differential control gain
n engine speed
des
n desired engine speed
Both guiding inputs may be specified in the Table dependent on time.
Note: The user must ensure that the available load signal is used
correctly to control the engine load, i.e. to influence the flow restriction(s)
modeling the throttle(s) for mixture aspirating engines or to influence the
fueling for engines with internal mixture preparation.
For the activation of dynamic functions thresholds for the maximum and minimum load
gradient allowed must be defined.
Then the Control Interaction Timestep (Cyclic / Every Calculation Timestep / Specified
Timestep) must be selected.
The selection of parameters to be controlled by the ECU is done inside the Map
specification sub-group (elements connected by Wire and their possible actuator
channels).
23-Jun-2004 3-89
Figure 3-63: Selection of ECU Actuator Channels
If the cylinders have identical specifications, only cylinder one is listed and the data is
transferred to all other cylinders.
The user must input maps for each actuator channel. First it must be determined whether
a baseline map value or the last actual value should be used as starting value for the
correction procedure. In the first case, the baseline map must be defined.
The value in a map can depend on up to two sensor channels which are selected in the pull
down menu for the element (global or wire connected) and the respective sensor channel. If
only a table is defined either x- or y-value keeps its default setting none. If no dependency
is specified this is equivalent to the specification of a constant value.
Please refer to Chapter 9.3 for a list of available Actuator and Sensor Channels.
3-90 23-Jun-2004
Figure 3-64: ECU Map Specification
Before inputting map values, the size should be customized using Insert Row/Remove
Row and Insert Col./Remove Col. Maps can be written to a separate file using Store or
they can be read in from an external file using Load.
Minimum and maximum maps are defined in the same way.
If the baseline value is to be corrected depending on other parameters (e.g. ambient
temperature or pressure) correction maps can be added by pressing the left mouse button
on the tree item. In addition to the specification of the map the type of correction
(multiplication or addition) must be defined.
Note: Corrections are done in the same sequence as they are specified,
i.e. a correction value added to the baseline value followed by a
multiplicative correction will produce a different output than the same
corrections done in the reverse order.
If the positive gradient of the load signal exceeds the threshold specified in the first box,
the corrections for acceleration become active. Their number, the maps themselves and
the type of correction are specified in the same way as for the steady state corrections.
23-Jun-2004 3-91
A time lag for the activation and deactivation of the correction and the respective time
constant (the time between 0 % and 99 % correction or 100 % and 1 % correction) complete
the input of the acceleration corrections. Figure 3-65 shows the definition of the time
intervals:
Figure 3-65: Time Constants for Transient ECU Functions
The procedure for the definition of the deceleration corrections is the same as for the
acceleration corrections.
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3.4.10.3. MATLAB DLL Element
The MATLAB DLL junction can be used to exchange information between elements in a
BOOST model and MATLAB/Simulink from Mathworks. This can be done by connecting
wires between the MATLAB DLL junction and the appropriate element. The wire is used
to pass both sensor (BOOST to MATLAB) and actuator (MATLAB to BOOST) data.
Figure 3-66: MATLAB DLL Element Input
There are two ways of using this element:
MATLAB DLL
BOOST can be run from the graphical user interface and dynamically loads a shared
object created by MATLAB/Simulink. The full name and absolute path of this shared
object must be given in the DLL Name input box (if the shared object isnt located in
the *.bst input-file directory the name has to contain the absolute path).
Feature supported for MATLAB V.5.3, V.6.0 and later versions.
Simulation should be run using the GUI (Simulation|Run)
The shared object must be created on the same operating system/platform on which
BOOST is being run.
The MATLAB s-function link should not be selected.
MATLAB s-function
The BOOST model is run from MATLAB/Simulink via a system function.
Feature supported for MATLAB V.6.0 and later versions only.
The BOOST model should be created but not run by the BOOST GUI. The BOOST
input file (*.bst) created should be specified as the BOOST input file name in the s-
function mask.
Select the MATLAB s-function link. No DLL Name is required and will be grayed
out when the check box is selected.
23-Jun-2004 3-93
CHANNEL SPECIFICATIONS
Sensor Channels
Figure 3-67: Sensor Channel Selection
For the definition of the index of a Sensor value in the vector the channel numbers must
be specified. This vector is passed to the External Link Element as input. If a type value is
set to external (the External Link Element only), the user must supply its value either as a
constant or in a Table as a function of time in seconds. Possible applications of an
external input are gain coefficients of a control or a guiding input.
Actuator Channels
After selecting Actuator Specification, a box appears listing all elements connected to the
DLL element which can have at least one parameter controlled by the DLL element. An
example of this input is shown in the following figure:
Figure 3-68: Actuator Channel Selection
3-94 23-Jun-2004
If the cylinders have identical specifications, only cylinder one is listed and the data is
transferred to all other cylinders.
Similar to the sensor channels, the channel number defines the index of the Actuator value
in the Actuator vector.
Please refer to Chapter 9.3 for a list of currently available Actuator and Sensor Channels.
3.4.10.4. MATLAB API Element
This element should be used when the model is to be run using the link to MATLAB using
the API.
Figure 3-69: MATLAB API Element Input
In addition to the input of the Simulink-model (or m-Function) name, which performs the
control algorithm, the name of the Sensor-channel and Actuator-channel vector must be
specified (if the model isnt located in the *.bst input-file directory the model name has to
contain the absolute path). These vectors are introduced as members of the MATLAB
Workspace and the Simulink-model (or m-Function).
Then the Control Interaction Timestep (Cyclic / Every Calculation Timestep / Specified
Timestep) must be specified.
The Channel Specifications are done analogous to the MATLAB-DLL Element.
23-Jun-2004 3-95
3.4.11. Acoustic Elements
3.4.11.1. Microphone
A microphone element can be added to any BOOST model in order to extract acoustic data
such as overall dB(A) levels or order plots. The microphone is not attached to any pipes but
linked in the input for the microphone to one or more system boundaries.
Axis, x
Vertical, z
Lateral, y
0
Ground (optional)
Height (optional)
MICROPHONE
ORIFICE
Figure 3-70: Microphone Position
The position of each system boundary relative to the microphone is defined as shown in the
figure above.
Results from each microphone in a model can be found in the Acoustics folder and the
Transients folder.
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3.5. Case Series Calculation
Starting from a single case model, it is possible to create a case series calculation. This
allows parameters to be assigned for a set of cases so that a series of operating points or
engine variants can be calculated at one time.
3.5.1. Parameters
Parameters can be assigned to input fields and are defined in Model|Parameters or
Element properties windows. There are two types of parameters:
1. Global Parameters :
These can be used for any element.
2. Local Parameters
These can only used for individual elements and are used for:
Creating simplified and protected model views
Overriding commonly defined values by element-specific, local values.
3.5.1.1. Assign Parameters
To assign a new or existing parameter in the properties dialog of an element, click the label
to the left of the input value with the right mouse button to open the following submenu.
Figure 3-71: Assign Parameter Menu
Select Assign new parameter (global) or Assign new parameter (local), then enter a
name for the new parameter, e.g. Speed. Select OK and it will replace the original input
value.
Select Assign existing parameter, then locate the predefined parameter in the dialog box.
Note: Parameter names should not have any spaces.

3.5.1.1.1. Assign a Model Parameter
Select Model|Parameters to show parameters for all elements used in the model (as shown
in the following figure).
23-Jun-2004 3-97
Figure 3-72: Model Parameter Window
The parameter tree on the left shows all existing parameters for all elements of the model.
Global parameters can be found at the top of the tree (e.g. Speed). On the right, the values
of the parameters can be edited. Constant values or expressions can be used to define a
value.
Select Model and then select New Parameter to add new global parameter values. A
default parameter name is automatically entered and this can be typed over as required.
Select the required element and then select New Parameter to add new local parameter
values. A default parameter name is automatically entered and this can be typed over as
required. Enter the relevant value in the Value input field and select the relevant unit
from the pull-down menu by clicking on the Unit input field.
Select Delete to remove the selected parameter.
3.5.1.1.2. Assign an Element Parameter
Select Element|Parameters to show the parameters of the selected element. Only the
parameters in the element's domain can be edited in the table.
To edit parameters for one element only, select the element in the working area and then
select Parameters from the Element menu, or click the element with the right mouse
button and select Parameters from the submenu.
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3.5.1.1.3. Case Explorer
The Case Explorer defines parameter variations for the model. Select Model|Case
Explorer to open the following window.
Figure 3-73: Case Explorer Window
In this window 5000rpm is the active case as it has a red circle. To make a case active,
double click on it with the left mouse button in the tree and it turns red. The assigned
global parameters of the active case are displayed by selecting Model|Parameters.
New case parameters, i.e. parameters that will be subject to variation, can be added by
clicking Parameters. Then double click on the toggle switch with the left mouse button to
add the required parameter. Enter the relevant values for each case.
In this window Engine Speed is the main parameter as it follows State. To define it as a
main parameter, select it first in the Add/Remove Parameters window.
Note: Only global parameters can be subject to variation with the Case
Explorer. When a parameter is defined in the case table, the parameter
value is disabled in the MODEL|PARAMETERS dialog.
23-Jun-2004 3-99
3.6. Running a Simulation
Select Simulation Run to open the following window.
Figure 3-74: Run Simulation Window
Cases: Select the required case(s) to be run. Select All allows all the cases to be
activated.
Tasks: Select Model Creation to create a calculation kernel input file (.bst file) in the
case sub-directory.
Select Cycle Simulation to run the standard cycle simulation. This passes the
input file (.bst file) to the calculation kernel.
Select Aftertreatment Analysis to run the aftertreatment analysis mode. This
passes the input file (.atm file) to the calculation kernel.
Select Animation to create animation results suitable for loading into PP3.
This will be done after completion of the simulation run.
Deselect All and Select All allows all the available tasks to be either
deactivated or activated, respectively.
Note: Animation task is only active if the Calculation Mode is set to

animation in Simulation|Control Globals.
Note: Aftertreatment Analysis task is only active if there is valid

aftertreatment model.
Then select Run to start the simulation. The following window then opens which provides
an overview of the status of the simulation.
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Figure 3-75: Simulation Status Window
Simulation states are listed below:
new No job has been submitted for that model case yet.
queued A simulation job for that particular model case was submitted using
a queuing system but that job is not running yet.
submitted A simulation job was submitted as a background process and the
simulation kernel is about to start.
running Simulation kernel is processing simulation task(s).
completed Simulation job processed successfully.
error Simulation job processed with errors. Check the output from the
calculation kernel for more information. This can be done by
selecting View Logfile then Task Cycle Simulation or
Aftertreatment Analysis.
stopped
process
The current simulation kernel process has been stopped along with
all parent job submission scripts.
killed
process
The simulation kernel process was killed by the user with the Kill
Process button.
missing
process
Simulation kernel process terminated unexpectedly.
Select View Logfile to view more detailed information on the different simulation tasks.
Select Model Creation to show messages generated by the GUI as to whether the
model was created successfully.
Select Cycle Simulation task to show the information from the calculation kernel
during the cycle simulation.
23-Jun-2004 3-101
Figure 3-76: View Cycle Simulation Logfile Window
Select Aftertreatment Analysis task to show the information from the calculation
kernel during the aftertreatment simulation.
Figure 3-77: View Aftertreatment Analysis Logfile Window
3-102 23-Jun-2004
Select Animation task to show the information about the creation of animation
results.
Figure 3-78: View Animation Logfile Window
3.7. Utilities
3.7.1. BURN
The BURN utility can be used for combustion analysis. That is, the rate of heat release
(ROHR) can be obtained from measured cylinder pressure traces. The resulting ROHR can
be used to specify the combustion characteristics of a single zone model.
3.7.1.1. Input Data Specification
Select BURN from the Utilities menu to open the following figure. In this example two
operation points are loaded and Fitting Data is displayed.
23-Jun-2004 3-103
Figure 3-79: Burn Utility - Fitting Data Window
Alternatively while inputting the cylinder data for a BOOST model, select Table under the
Combustion sub-group. In this case the resulting ROHR can be accepted immediately
after calculation.
It is possible to perform the analysis for more than one operating point with a single
procedure. Therefore two types of input data are available:
Data independent of the operating point, e.g. cylinder geometry, mixture
preparation and fuel type.
Data describing the operating point, e.g. engine speed, wall temperatures, valve
timing and mass flows.
1. Global and Cylinder Data
This data is independent of the operating point. If a BOOST model is loaded or the
BURN tool is applied while specifying the combustion data for a BOOST model, this
data can be copied from a BOOST model by selecting a cylinder from the pull-down
menu and then selecting Copy. Additional operating point data can be loaded for the
first operating point to be calculated. The necessary global and cylinder data
corresponds to the data required for the preparation of a BOOST model.
2. Operating Point Data
Select the Operation Point sub-group folder to add or remove operating points by
using Insert Row and Operating Point and Remove Row and Operating Point. The
values for engine speed and load cannot be specified directly in the table but after
specifying data each operating point, the table can be used to examine these values.
3-104 23-Jun-2004
Select the required Operating Point, e.g. OP(1) and specify the following:
Engine Speed.
Load as BMEP. The load does not influence the results and is used only to
describe the operating point.
The valve timing is specified to determine the range in which the analysis
should be performed. For a standard four-stroke engine Start of High Pressure
corresponds to intake valve closing (IVC) and
End of High Pressure to exhaust valve opening (EVO).
Ignition Time/Start of Injection is used to determine the compression phase of
the high pressure cycle. This range is used to perform the fitting of the
pressure curve.
Air Massflow and Fuel Massflow should be specified for the whole cylinder.
The value for a single cylinder is determined from the number of cylinders in
the engine assuming an even distribution to the cylinders.
If the assumption is not valid Trapping Efficiency Air and Trapping Efficiency
Fuel also can be used to consider such an effect.
Wall Temperature must be defined for piston head and liner in the same way
as it is done for BOOST.
Select the Pressure Trace sub-group and specify the required data or read it in as a
table. The pressure traces are required over a whole cycle.
Select the Fitting sub-group to determine the absolute pressure level, top dead center
(TDC) and compression ratio as required. From the pull-down menus, the user can
select Manual to specify a value or Automatic to perform the fitting process
automatically for Fixed Pressure Offset, Fixed TDC Offset and Fixed Compression
Ratio. The None option turns off the process.
The fitting procedures are based on the compression phase of the high pressure. By
comparing the shape of the calculated compression curve and the measured one the
offsets and the compression ratio are determined.
Note: Choosing all three types of fitting may increase calculation time for
one operating point.
Distortions of the pressure traces can be improved by using the Cut Off Frequency
Filter. The user can select Manual from the pull-down menu to specify a value or select
Automatic. If Automatic is selected the cut off frequency is calculated from the engine
speed using:
] [
2
3
] [ rpm n Hz f
engine cutoff
=
23-Jun-2004 3-105
3.7.1.2. Run the Calculation
After specifying the data select Save Data and save it as an input file. This can be used for
later examination by selecting Load Data.
Select Calculate to start the calculation. A window appears in which the customer can
check the operating points. Then select Run Calculation(s) to perform the calculation of
all operating points.
3.7.1.3. Results
The results for each operating point can be examined under the Results sub-group. The
results of the fitting procedures are shown and the energy balance confirms the validity of
the analysis.
Energy Balance is defined as the ratio between the energy set free through combustion and
lost to the exhaust divided by the energy brought in by the caught fuel. A valid analysis
should show an energy balance value less than but close to 1.
In the ROHR sub-group, the resulting rate of heat release is shown. In addition to the heat
release, the net heat release (net ROHR) is also shown, which does not consider the wall
heat transfer.
In the Calculated Pressure Trace sub-group, the pressure traces after fitting and filtering
are shown.
If the analysis is started from modeling an engine with BOOST, the user is asked to accept
the resulting ROHR for one of the operating points and the resulting ROHR is used as
input data for the table.
3.7.2. Search
The Search utility can be used to displays tables of the input data used in the model. These
can be saved in HTML format. The current search options are:
Initialization data =ALL=
Initialization data =PIPES=
Geometry of and initial conditions in the Pipes
Volumes
Flow coefficients =RESTRICTIONS=
Vibe
3-106 23-Jun-2004
Figure 3-80: Search Utility Displaying Initialization Data for Pipes
3.7.3. License Manager
Select Utilities|License Manager to open the following window:
Figure 3-81: License Manager Window
The active configuration is shown on the left with the different license options:
License is available and not checked out.
License is available and checked out.
License is not available.
For a new configuration, turn on the toggle switch for the required license and then restart
BOOST.
23-Jun-2004 3-107
3.7.4. Pack Model
This creates a compressed tape archive of all files related to the current active model.
These include input data, results, model layout, simulation messages and system
information. On success, a message box will be displayed showing the path and name of the
created file. The base name of the created file will match the current active model and will
have the extension .tar.gz.
This utility can be used for passing models to the BOOST support team to check problems
or errors.
23-Jun-2004 4-1
4. EXTERNAL LINKS
4.1. MATLAB
4.1.1. Application Programming Interface (API)
By running a BOOST model containing the MATLAB-API Element, the
MATLAB/SIMULINK workspace is dynamically linked to the BOOST Executable.
The user has runtime access to all control-related data. This allows parallel post-processing
by using the full capability of the MATLAB Workspace. There are three options for viewing
the data in MATLAB/Simulink:
1. Scopes can be used inside the SIMULINK model.
2. Based on the names assigned to the vectors these names can be used to generate plots
from the MATLAB command window.
3. Plots can be generated automatically by using m-functions.
Further details on plotting in MATLAB/Simulink can be found in the documentation from
The Mathworks.
A Restart Calculation with a saved Control-Unit State in the MATLAB-Workspace
(according to the BOOST Restart procedure) is possible.
Note: To use the restart option it is mandatory that the related

BOOSTMODELNAME doesnt start with a number (analogous to the
restriction for a SIMULINK model or an m-function file name) .
Additional MATLAB-API Element Specification
In addition to the input of the Simulink-model (or m-Function) name, which performs the
control algorithm, the name of the Sensor-channel and Actuator-channel vector must be
specified. These vectors are introduced as members of the MATLAB Workspace and the
Simulink-model (or m-Function).
At every interaction step the values of the Sensor-channel are evaluated by BOOST,
submitted to the MATLAB Workspace, the Simulink-model (or m-Function) performs a
control algorithm step and returns the values of the Actuator-channel back to BOOST.
The following settings are available for the interaction step size:
every BOOST cycle
every BOOST calculation timestep
specified timestep
4-2 23-Jun-2004
Required MATLAB API Libraries
For each platform two MATLAB libraries are required by BOOST to dynamically load the
required functions. These libraries should be located in the following directory:
<matlab>/extern/lib/$Arch
where <matlab> is the MATLAB root directory and $Arch is your system architecture.
This subdirectory and the platform dependent name of these libraries are listed in the
following table.
Platform Subdirectory Required Libraries
Windows win32 libeng.dll
libmx.dll
Hewlett Packard hpux libeng.sl
libmx.sl
Compaq alpha libeng.so
libmx.so
IBM Ibm_rs libeng.a
libmx.a
Linux glnx86 libeng.so
libmx.so
4.1.1.1. Running a MATLAB API Simulation
There are several key steps to running a MATLAB API simulation with BOOST dependent
on the platform being used. These are listed below:
Windows NT/95/98/2000
1. Check the required libraries have been installed.
2. The required library paths should have been set during installation (check with your
system administrator if the required libraries cannot be loaded).
3. Check that there is a valid MATLAB license available.
UNIX
1. Check the required libraries have been installed for the current platform.
2. Set the library path environment variable LD_LIBRARY_PATH.
In C shell, the command to set the library path is
setenv LD_LIBRARY_PATH
<matlab>/extern/lib/$Arch:$LD_LIBRARY_PATH
23-Jun-2004 4-3
In Bourne shell, the commands to set the library path are
LD_LIBRARY_PATH=<matlab>/extern/lib/$Arch:$LD_LIBRARY_PATH
export LD_LIBRARY_PATH
where <matlab> is the MATLAB root directory and $Arch is your system
architecture.
The environment variable (LD_LIBRARY_PATH in this example) varies on several
platforms. The following table lists the different environment variable names to be
used on these systems.
Platform Library Path Variable
HP700 SHLIB_PATH
IBM RS/6000 LIBPATH
SGI 64 LD_LIBRARY64_PATH
It is convenient to place these commands in a startup script such as ~/.cshrc for C
shell or ~/.profile for Bourne shell.
3. Add the path to the MATLAB script/executable (matlab) so that it can be started by
BOOST.
In C shell, the command to set the path is
setenv PATH <matlab>:$PATH
In Bourne shell, the commands to set the library path are
PATH=<matlab>:$PATH
export PATH
where <matlab> is the MATLAB root directory.
4. Check that there is a valid MATLAB License available.
5. If running on a remote host, set the DISPLAY environment variable to the current
host.
setenv DISPLAY <hostname>:0.0
4-4 23-Jun-2004
Restart
If data of the MATLAB workspace must be saved in addition to the Simulink model, it
should be stored on the Structure variable RestartState using the MATLAB-Callback
Routine StopFcn.
Modification of the MATLAB Workspace variable FinalState during the simulation will
lead to erroneous results (it is reserved to save the State at the end of every simulation
timestep).
The MATLAB dialog that ordinarily appears on the MATLAB Command Window is
redirected to the file SIMULINKMODELNAME_buffer.dat.
If a script-file SIMULINKMODELNAME_startup.m is present in the MATLAB working
directory (containing the performed Simulink-model or m-Function) it is executed at the
start of the co-simulation, while SIMULINKMODELNAME_close.m is carried out at the
end.
4.1.2. Real Time Workshop
The following procedure may be used for the program development of the DLL. This
procedure works with MATLAB v5.3, v6.0, v6.1, v6.5 and higher.
By typing mex setup on the MATLAB command line a menu appears were the c++
compiler for the DLL generation has to be selected.
Depending on the MATLAB version, the following path must be added to the
MATLAB/Simulink path:
MATLAB V.5.3: BOOST_HOME..\..\matlab\version5.3
executing the MATLAB command addpath(path_to_add)
MATLAB V.6.0 (V.6.1and higher):
BOOST_HOME..\..\matlab\version6.0
(BOOST_HOME..\..\matlab\version6.1)
via the MATLAB GUI (File Set Path Add Folder..
and then SAVE)
(BOOST_HOME is defined as an environmental variable of the operating system)
23-Jun-2004 4-5
The following figures show the Real-Time Workshop options for the generation of the DLL
in the SIMULINK Tools menu:
1. Solver
Figure 4-1: Simulink Settings for the Integration Algorithm
In the Solver window shown above, the integration algorithms and the incrementation
must be selected. The incrementation must be constant (Fixed-step) and adapted to the
selected incrementation of BOOST. It is recommended to use approximately a tenth of
the BOOST incrementation.
The entries for start time and stop time are not relevant.
Select Fixed-step for the Type of Solver Options and ode1 (Euler) for the integration
algorithm. Select 0.01 for the Fixed step size. Select Single Tasking for the mode.
Note: If no integrators, memory blocks, etc were used in the model, the
value for the Fixed step size incrementation is ignored and is
automatically set to the BOOST time step.
4-6 23-Jun-2004
2. Workspace I/O
Figure 4-2: Simulink Settings for the MAT-Files
In the Workspace I/O window shown above, certain data of the SIMULINK block
diagram can be output to a MATLAB readable file which is characterized by the file
extension MAT. After running the simulation this MAT file can be loaded into the
Workspace from MATLAB. This file has the same name as the model.
The actual time Time, the state variables States or the output values outputs, etc. can
be selected for storing. The Output vector contains all output values. If a ' Scope'-block
or 'To Workspace'-block was used, then this data will also be written to the MAT file. If
none of the possible items were selected and in the block diagram no blocks for storing
were used, no MAT file will be produced. Format determines whether the values will be
recorded in a simple matrix or structured (with or without time).
23-Jun-2004 4-7
3. Real-Time Workshop
Figure 4-3: Simulink Settings for the Boost-DLL Creation
In the Real-Time Workshop window shown above, the settings for the DLL generation
are input.
System target file defines the type of the code which can be produced. Enter grt.tlc
(general real-time).
Template makefile defines the name of the template file from which the new Make file
is generated. For the generation of the desired DLL file using the VC++ V6.0
compiler, enter the template file avl_grt_dll_nt.tmf
(UNIX: avl_grt_dll_unix.tmf). This file must be in the directory
%MATLABROOT%\rtw\c\grt or in the current work directory otherwise the complete
path name must be entered.
Enter make_rtw for Make command. Enter PROGRAM=new_name to define the file
name of the DLL. Alternatively the model name is used and an underscore is placed in
front. If the DLL file name should be equal to the MDL file name, an underscore must
be placed in front (refer to the following table), otherwise no valid C-MEX DLL will be
generated, as the MDL file in MATLAB could be not opened any longer, because it is
always checked first whether there is DLL file with same name available.
Make command Simulink-Model Created DLL
make_rtw example.mdl _example.dll
make_rtw PROGRAM=example example.mdl _example.dll
make_rtw PROGRAM=test example.mdl test.dll
Select Build to generate a c-code. Then the Makefile will be produced, nmake.exe will be
called with this Makefile and the object files will be linked to the DLL.
4-8 23-Jun-2004
4.1.3. Pure Code Generation
The engine control model can also be compiled to a DLL from user written code so that the
following entry points are defined and exported:
_mdlInterfaceInitialize
_mdlInterfaceStep
_mdlInterfaceTerminate
The definition of each routine is:
void _mdlInterfaceInitialize
( double*stepSize, double**u, int*nu, double**y, int* ny);
This routine initializes the DLL and is called once at the beginning of a simulation.
The passed parameter list is as follows,
stepSize = defined interaction step size in seconds.
u = sensor vector u with one value per channel
nu = number of sensor channels
y = actuator vector with one value per channel
ny = number of actuator channels
The stepSize can be used to set the frequency (in seconds) of the interaction
between the DLL and BOOST. If set to zero they will interact every BOOST time
step.
Both channel vectors ( u and y ) must be allocated memory in the DLL code. The
number of both the sensors (nu) and the actuators (ny) must also be set in the user
code.
void _mdlInterfaceStep (void)
This routine controls the calculation of a time step in the DLL. BOOST passes
copies of the sensor channels to the DLL. The DLL should set new values for the
actuator channels y.
Note that this routine is only called after an initial settling period of three BOOST
cycles and then once every stepSize or every BOOST time step is stepSize is set to
zero.
void _mdlInterfaceTerminate (void)
This routine terminates the Dynamic Link and is called once at the end of the
simulation.
23-Jun-2004 4-9
4.1.4. System Function (s-function)
BOOST can be run from MATLAB/SIMULINK using a masked subsystem block. This
contains a C-MEX s-function that dynamically loads the BOOST calculation kernel from a
shared object (dynamic link library).
A BOOST model can pass information to the s-function using wires representing both
sensors and actuators connected to the MATLAB-DLL Element.
1. MATLAB-DLL Element Specifications for BOOST Model
To enable the BOOST model to pass information to MATLAB, select MATLAB s-
function link in the main window of the MATLAB-DLL Element Specification Box.
This will be displayed if the MATLAB DLL element in the BOOST model is double
clicked.
Required Files
File Description Installation Location
boost.mdl The MATLAB library file
for the s-function
../boost/v4.0.3/matlab/v6.x MATLAB path
BOOST_model.dll* The MATLAB
s-function dll for BOOST
../boost/v4.0.3/matlab/v6.x MATLAB path.
boost.dll The dynamic link library
of the BOOST solver.
../boost/v4.0.3/bin/platform BOOST_HOME
Note: On UNIX, the MATLAB s-function dll has the mexplatform

extension.
Time Control
The time stepping of the simulation is controlled by BOOST and the simulation
duration is controlled by MATLAB. BOOST constantly stores data during a
MATLAB/Simulink run so when the simulation has finished, the last complete cycle of
data will be available in the BOOST output.
The BOOST model cannot run longer than the Max.Calc.Period [degCRA] specified in
the Globals section. If this value is exceeded by BOOST during a simulation using the
s-function then the MATLAB/Simulink model will stop at this point and an error
message will be issued. To avoid this problem the max. crank angle for the BOOST
model should be set to a higher crank angle than will be reached during the simulation.
4-10 23-Jun-2004
2. Specifications for MATLAB/Simulink Model
The s-function has been written for MATLAB Version 6.x only (earlier versions are not
supported) on the following platforms.
Platform Operating System Version
Windows NT 4.0
Compaq OSF1 5.10
IBM AIX 4.3.3.0
Linux Linux 2.2.16
The BOOST block is supplied as a MATLAB/Simulink library called BOOST.
Figure 4-4: The BOOST MATLAB/SIMULINK Library
This can be displayed by typing boost at the MATLAB command prompt and the icon
can be dragged into the model in the same way as any other MATLAB/Simulink block.
23-Jun-2004 4-11
Mask Parameters
Double click the block to open the following window:
Figure 4-5: Mask Parameters Window
Input the following data to run a BOOST model via the s-function:
BOOST input file name is the name of the file for the BOOST input. This will
typically have the bst extension and can be generated by the GUI by selecting
Model Creation in the Simulation|Run dialog box.
Number of actuator channels is an integer value defining the number of inputs
to the BOOST model (actuators). This must match the number used in the
BOOST model.
Number of sensor channels is an integer value defining the number of outputs
from the BOOST model (sensors). This must match the number used in the
BOOST model.
Interaction allows the user to select how often BOOST and MATLAB/Simulink
exchange information. The options available are,
BOOST time step : information exchange every BOOST time step.
Cyclic : information exchange every set number of BOOST cycles as given in
the Defined input section (see below).
SIMULINK : information exchange every SIMULINK time step.
Defined : information exchange every set number of seconds as given in the
Defined input section (see below).
Defined is only used if Interaction is set to Cyclic or Defined, otherwise it is
ignored.
4-12 23-Jun-2004
Cyclic : number of cycles between information exchange.
Defined : seconds between information exchange
Pre-Converge is an optional check box that causes the model to run for a
number of cycles before interacting with MATLAB/Simulink. This allows the
model to pre converge.
Synchronise is an optional check box that synchronises the BOOST time and
the MATLAB/Simulink time.
Verbose/debug is an optional check box that writes additional information to
the screen in case of errors or difficulties.
Path Settings
The path to the BOOST library model (boost.mdl) and the BOOST s-function
(BOOST_model.dll on Windows) must be added to the MATLAB/Simulink path so that
the necessary files can be accessed. This can be done via the MATLAB GUI (File Set
Path Add Folder.. and then SAVE). If this is not done, the files are missing or the
path is incorrect then a bad link error as shown below will be given by
MATLAB/SIMULINK.
The BOOST_HOME environment variable also needs to be set correctly as the BOOST
dynamic link library is loaded from this directory.
Note: BOOST_HOME should be set in the User Variables and not the
System Variables.
4.1.4.1. Running an s-function Simulation
The stages in building, running and analyzing a BOOST/MATLAB simulation are as
follows:
1. Open/Create a BOOST model in the graphical user interface (GUI).
2. The BOOST model must include a MATLAB DLL element with MATLAB s-
function link selected in the General input for this element. Wires should be
connected between elements in the BOOST model and the MATLAB DLL junction.
The sensor and actuator channels should also be selected.
3. Create a BOOST solver input file (.bst file). In the GUI, select Simulation|Run,
select Model Creation only for Tasks and then select Run. A message box will
inform the user of the name and location of the file that has been created.
4. Open/Create a model in MATLAB (.mdl file).
23-Jun-2004 4-13
5. The model should include the MATLAB BOOST library element (boost.mdl). If
the paths have been set correctly this can be displayed by typing boost at the
MATLAB prompt.
6. The mask parameters for the BOOST element should be set. This includes the
'BOOST input file name' created at stage 3.
7. Run the model in MATLAB by selecting Simulation|Start.
8. After completing the simulation the results from the BOOST model can be
examined in the GUI. With the BOOST model still active in the GUI select
Simulation|Import Results and select the BOOST input file created in 3 and used
at stage 6.
9. The Simulation|Show Summary, Show Results, Show Messages and Show
Animation should now work as for a standard BOOST simulation run through the
GUI.
4.2. AVL FIRE
Please refer to the 1D-3D Coupling Manual for further information.
4.3. AVL CRUISE
The BOOST dynamic link library (DLL) can be called by AVL CRUISE.
During a CRUISE-BOOST co-simulation the engine model is controlled by CRUISE via the
Load Signal, thus the presence of an ECU Element is mandatory.
Time Step Control
The BOOST model cannot run longer than the Max.Calc.Period [degCRA] specified in the
Globals. If this value is exceeded during the CRUISE-BOOST co-simulation an error will
appear. To avoid this problem the Max.Calc.Period for the BOOST model should be set to
a higher crank angle than will be reached during the simulation. Transient Calculation in
Simulation Control / Globals of the boost model has to be disabled because the transient
behavior of the engine is calculated by Cruise.
23-Jun-2004 5-1
5. BOOST POST-PROCESSING
The IMPRESS Chart post-processing tool is used to display Traces, Transients, Acoustic
and Series results and the PP3 post-processing tool is used for Animation results.
For the general handling of the IMPRESS Chart and PP3 post-processing tools please refer
to Chapter 3 of the AVL Workspace Graphical User Interface Manual.
To accelerate the analysis process and to support the understanding of the complex flow
phenomena in an internal combustion engine, the following analysis of the calculation
results are available:
SUMMARY Analysis of global engine performance data
TRANSIENTS Analysis of global calculation results over the cycles calculated
TRACES Analysis of calculation results over crank angle
ACOUSTIC Analysis of orifice noise
CASE-SERIES Analysis of the results of a case-series calculation
ANIMATION Analysis of animated results
MESSAGES Analysis of messages from the main calculation program
Before starting a detailed analysis of the calculation run (Traces, Acoustic, Series,
Animation, Summary), it is recommended to check MESSAGES for convergence failure
and TRANSIENTS for achieved steady-state conditions.
5.1. Analysis of Summary Results
Select Simulation|Show Summary to display the summary results of the calculation
together with detailed information of the calculation model and the important boundary
conditions for the calculation. An example of summary results displayed in the Ascii File
Browser window is shown in the following figure:
5-2 23-Jun-2004
Figure 5-1: Summary Analysis Window
To access additional features for manipulating files select File from the menu bar of the
Ascii File Browser.
5.2. Analysis of Cycle Dependent Results
TRANSIENTS: The analysis of transients (the development of the solution over the cycles
calculated) provides valuable information for the engineer.
In a steady-state engine simulation, the transients should be checked to ensure that
steady-state operating conditions have been achieved.
If the reaction of the engine to modified settings of control elements was simulated,
transients become the most important part when analyzing the calculation results.
Select Simulation|Show Results to open the IMPRESS Chart main window and then select
the Results tab to display the results as shown in the following figure:
23-Jun-2004 5-3
Figure 5-2: IMPRESS Chart Main Window
The result tree is shown in the window area. Double-click Results.ppd to load the results
data. Click the right mouse button in the window area to display the submenu as shown
above. Select Model View to display the model and select the required element to display
the relevant results in the working window. Performance data for the entire engine can be
analyzed.
In the Engine 1 subfolder average values of all cylinders or the sum of all cylinders are
shown. Further values of each cylinder according to the firing order with an offset
matching the firing interval are displayed in Engine 1|Cylinders.
5-4 23-Jun-2004
Transients plot the variable versus the cycle number and Traces plot the variable versus
the crankangle for the last complete cycle.
The following data is available for each element in the Transients subfolder:
Element Data Unit Comment
PIPE:
WALLHEAT J/cycle integral wall heat losses
ENGINE:
END OF CYCLE TIME sec time of Cylinder 1 FTDC
CYCLE AVERAGED SPEED rpm
CYCLE FREQUENCY Hz
CYCLE PERIOD s
IMEP bar indicated mean eff. pressure
ISFC1 g/kWh ind. fuel cons. excl. scav. losses
ISFC2 g/kWh ind. fuel cons. incl. scav. losses
TORQUE Nm eff. engine torque
POWER kW eff. engine power
IMEP_EX bar exhaust work
IMEP_IN bar intake work
IMEP_GE bar gas exchange work
DELIVERYRATIO_AMB - tot. mass at IC rel. to amb. cond.
AIRDELIVERYRATIO_AMB - air del. ratio rel. to amb. cond.
TOTAL FUEL MASS kg aspirated and injected fuel mass
PISTONWALLHEATFLOW J/cycle
HEADWALLHEATFLOW J/cycle
LINERWALLHEATFLOW J/cycle
PEAKCYLINDERPRESSURE Pa
SWIRL
BLOWBY kg/cycle
AMEP bar Auxiliary Drives mean effective
pressure
BMEP bar brake mean eff. pressure
FMEP bar friction mean eff. pressure
BSFC g/kWh brake specific fuel consumption
AIRDELIVERYRATIO_INT - air del. ratio rel. to intake mean
cond.
VOLUMETRICEFFICIENCY_AMB - vol. eff. rel. to amb. cond.
VOLUMETRICEFFICIENCY_INT - vol. eff. rel. to intake man. cond.
ACCUMULATED NOX g/kWh for two and multi zone models
ACCUMULATED SOOT g/kWh for two and multi zone models
SYSTEMBOUNDARY:
for the ATTACHEDPIPE
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
INTERNALBOUNDARY:
MASSFLOW kg/cycle
FLOWCOEFFICIENT - set equal to one (w/o meaning)
23-Jun-2004 5-5
MEASURINGPOINT:
PRESSURE Pa
VELOCITY m/s
TEMPERATURE K
MASSFLOWAVERAGED TEMP K
MACHNUMBER -
MASSFLOW kg/cycle
ENTHALPYFLOW J/cycle
WALLTEMPERATURE K
A/F_RATIO - total for internal mixture
preparation
of the combustion products for
external mixture preparation
FUELCONCENTRATION -
COMBUSTIONPRODUCTCONCENTRA
TION
-
CONVERGENCE - sum of pressure temperature and
velocity deviation between cycles
PLENUM:
PRESSURE Pa
TEMPERATURE K
MASS kg
WALLHEATFLOW J/cycle
WALLTEMPERATURE K
for each ATTACHEDPIPE
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
VARPLENUM:
PRESSURE Pa
TEMPERATURE K
MASS kg
VOLUME m3
VOLUMEWORK J/cycle
WALLHEATFLOW J/cycle
WALLTEMPERATURE K
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
CYLINDER:
additional x-axis
IMEP bar indicated mean eff. pressure
ISFC1 g/kWh ind. fuel cons. excl. scav. losses
ISFC2 g/kWh ind. fuel cons. incl. scav. losses
IMEP_EX bar exhaust work
IMEP_IN bar intake work
IMEP_GE bar gas exchange work
MASS kg total mass at IC
DELIVERYRATIO_AMB - tot. mass at IC rel. to amb. cond.
AIRDELIVERYRATIO_AMB - air del. ratio rel. to amb. cond.
5-6 23-Jun-2004
A/F_RATIO - air fuel ratio for the combustion
FUELMASS kg aspirated or injected fuel mass
PISTONWALLHEATFLOW J/cycle
HEADWALLHEATFLOW J/cycle
LINERWALLHEATFLOW J/cycle
PEAKCYLINDERPRESSURE Pa Peak Cylinder Pressure
PEAKCYLINDERPRESSURE CRA degCRA Peak Cylinder Pressure Crankangle
PEAKCYLINDERTEMPERATURE K Peak Cylinder Temperature
PEAKCYLINDERTEMPERATURE
CRA
degCRA Peak Cylinder Temperature
Crankangle
PEAKPRESSURERISE Pa/degCrA Peak Pressure Rise
PEAKPRESSURERISE CRA degCRA Peak Pressure Rise Crankangle
BLOWBY kg/cycle
SWIRL - dynamic swirl at IVC
BMEP bar brake mean eff. pressure
FMEP bar friction mean eff. pressure
BSFC g/kWh brake specific fuel consumption
AIRDELIVERYRATIO_INT - air del. ratio rel. to intake mean
cond.
VOLUMETRICEFFICIENCY_AMB - vol. eff. rel. to amb. cond.
VOLUMETRICEFFICIENCY_INT - vol. eff. rel. to intake man. cond.
LOAD bar
ENGINESPEED rpm av. engine speed over last cycle
PISTONTEMPERATURE K
HEADTEMPERATURE K
LINERTDCTEMPERATURE K
LINERBDCTEMPERATURE K
IGNITIONTIMING degCRA
INJECTIONSTART degCRA dynamic injection nozzle opening
IGNITIONDELAY degCRA
COMBUSTIONSTART degCRA
COMBUSTIONDURATION degCRA
MASSFRACTION BURNED 02 CRA degCRA 2% Mass Fraction Burned Crankangle
VIBEPARAMETER_M -
COMBUSTION_NOISE db(A)
PEAK TEMP BURNED ZONE K for two and multi zone models
ACCUMULATED NOX g/kWh for two and multi zone models
ACCUMULATED SOOT g/kWh for two and multi zone models
COMCHAM_MASS kg total mass in the chamber at IC
23-Jun-2004 5-7
COMCHAM_WALLHEATFLOW J/cycle chamber wallheatflow
COMCHAM_FUELMASS kg fuel mass in the chamber, aspirated
or injected
COMCHAM_AIRMASSFLOW kg/s
COMCHAM_PEAKPRESSURE Pa
COMCHAM_PEAKTEMP K
COMCHAM_A/F_RATIO -
COMCHAM_FUELVAPOUR -
COMCHAM_COMBPROD -
COMCHAM_FUELFRACTION -
CYL_CHAM_A/F_RATIO -
COMCHAM_PARAMETERM - Vibe parameter m for the chamber
COMCHAM_COMBDUR degCRA chamber comb. duration
COMCHAM_SOC degCRA chamber start of combustion
COMCHAM_WALLTEMP K
CONNPIPE_MASSFLOW kg/cycle mean massflow conn.pipe
CONNPIPEWALLHEATFLOW J/cycle
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
VALVE PORT OPENING CRA Valve Port Opening Crank Angle
VALVE PORT CLOSING CRA Valve Port Closing Crank Angle
PORTWALLHEAT J/cycle
PORTWALLTEMPERATURE K
RESTRICTION:
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
ROTARYVALVE:
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
CHECKVALVE:
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
FUELINJECTOR:
ADDEDFUEL kg/cycle
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
WASTEGATE:
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
AIRCOOLER:
INLETPRESSURE Pa
INLETTEMPERATURE K
INLETMASS kg
5-8 23-Jun-2004
OUTLETPRESSURE Pa
OUTLETTEMPERATURE K
OUTLETMASS kg
REJECTEDHEAT J/cycle
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
AIRCLEANER:
INLETPRESSURE Pa
INLETTEMPERATURE K
INLETMASS kg
OUTLETPRESSURE Pa
OUTLETTEMPERATURE K
OUTLETMASS kg
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
CATALYST:
INLETPRESSURE Pa
INLETTEMPERATURE K
INLETMASS kg
OUTLETPRESSURE Pa
OUTLETTEMPERATURE K
OUTLETMASS kg
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
TURBOCHARGER:
COMPRESSORWORK J/cycle
COMPRESSORRATIO - mass flow averaged
TURBINEWORK J/cycle
TURBINERATIO - mass flow averaged
BOOST PRESSURE Pa
DISCHARGECOEFFICIENT -
TURBINETOTOTAL -
ROTATIONALSPEED rpm
COMPRESSOREFFICIENCY -
TURBINEEFFICIENCY -
VANEPOSITION -
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
PD-COMPRESSOR:
ROTATIONALSPEED rpm
23-Jun-2004 5-9
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
TURBOCOMPRESSOR:
BOOST PRESSURE Pa
ROTATIONALSPEED rpm
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
JUNCTION:
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
FIRE:
MASSFLOW kg/cycle
FLOWCOEFFICIENT -
ECU:
LOAD SIGNAL -
5.3. Analysis of Crank Angle Dependent Results
TRACES: The detailed analysis of the results from the last cycle calculated is
recommended. The comparison of results (e.g. pressure, temperature, flow velocity)
obtained at different locations in the engine model or the analysis of physically related
results may help to locate problem areas in an engine, or to create new ideas on how to
make improvement.
Select Simulation|Show Results to open the IMPRESS Chart main window (refer to
Figure 5-2). Double-click Results.ppd to load the results data.
The following data is available for each element in the Traces subfolder:
ENGINE:
TIME s time
ENGINESPEED rpm instantaneous revolution speed
of the crank shaft
TORQUE Nm instantaneous torque at the
crank shaft
SYSTEMBOUNDARY:
MASSFLOW kg/s
FLOWCOEFFICIENTS -
INTERNALBOUNDARY:
MASSFLOW kg/s
FLOWCOEFFICIENTS - set equal to one (w/o meaning)
5-10 23-Jun-2004
MEASURINGPOINT:
PRESSURE Pa
VELOCITY m/s
FORWARDPRESSURE Pa forward moving wave
BACKWARDPRESSURE Pa backward moving wave
FORWARDVELOCITY m/s forward moving wave
BACKWARDVELOCITY m/s backward moving wave
TEMPERATURE K
MACHNUMBER -
STAGNATIONPRESSURE Pa
STAGNATIONTEMPERATURE K
MASSFLOW kg/s
ENTHALPYFLOW J/s
A/F_RATIO - total for internal mixture
preparation
of the combustion products
for external mixture
preparation
FUELCONCENTRATION -
TION
-
FUELFLOW kg/s
COMBUSTIONPRODUCTFLOW kg/s
SPECIESCONCENTRATION - user defined concentration
SPECIESFLOW kg/s
PLENUM:
PRESSURE Pa
TEMPERATURE K
MASS kg
WALLHEATFLOW J/s
A/F_RATIO - see measuring point
FUELCONCENTRATION -
TION
-
SPECIESCONCENTRATION -
MASSFLOW kg/s
FLOWCOEFFICIENTS -
VARPLENUM:
PRESSURE Pa
TEMPERATURE K
MASS kg
VOLUME m3
VOLUMEWORK Nm
WALLHEATFLOW J/s
A/F_RATIO -
FUELCONCENTRATION -
TION
-
23-Jun-2004 5-11
MASSFLOW kg/s
FLOWCOEFFICIENTS -
CYLINDER:
PRESSURE Pa
TEMPERATURE K
MASS Kg
VOLUME m3
VOLUMEWORK J/degCrA
HEATTRANSFERCOEFFICIENT W/m2/K
PISTONWALLHEATFLOW J/degCrA
HEADWALLHEATFLOW J/degCrA
LINERWALLHEATFLOW J/degCrA
RATEOFHEATRELEASE J/degCrA
BLOWBY kg/s
SWIRL - dynamic in-cylinder swirl
INTAKEMASSFLOW kg/s
EXHAUSTMASSFLOW kg/s
PRESSURERISE Pa/degCrA
TEMPERATURERISE K/degCrA
A/F_RATIO -
FUELCONCENTRATION -
TION
-
BURNED ZONE MASS K for two and multi zone models
BURNED ZONE TEMPERATURE K for two and multi zone models
UNBURNED ZONE TEMPERATURE K for two and multi zone models
ACCUMULATED NOX kg for two and multi zone models
NOX FORMATION kg/s for two and multi zone models
SOOT FORMATION kg/s for two and multi zone models
MASSFLOW kg/s
FLOWCOEFFICIENTS -
EFFECTIVE FLOW AREA m2
PORTWALLHEATFLOW J/s
COMCHAM_PRESSURE Pa Data of att. chamber
COMCHAM_TEMPERATURE K
COMCHAM_MASS kg
COMCHAM_WALLHEATFLOW J/s
COMCHAM_HEATTRANSFCOEFF W/m2/K
COMCHAM_A/F_RATIO -
COMCHAM_COMBPROD -
COMCHAM_FUELVAPOUR -
CONNPIPEMASSFLOW kg/s Data of conn. pipe
CP_ENTHALPYFLOW J/s
CONNPIPEVELOCITY m/s
CONNPIPEWALLHEATFLOW J/s
5-12 23-Jun-2004
RESTRICTION:
MASSFLOW kg/s
FLOWCOEFFICIENTS -
ROTARYVALVE:
MASSFLOW kg/s
FLOWCOEFFICIENTS -
CHECKVALVE:
VALVELIFT m
MASSFLOW kg/s
FLOWCOEFFICIENTS -
FUELINJECTOR:
ADDEDFUEL kg/s
MASSFLOW kg/s
FLOWCOEFFICIENTS -
WASTEGATE:
VALVELIFT m
MASSFLOW kg/s
FLOWCOEFFICIENTS -
AIRCOOLER:
INLETPRESSURE Pa
INLETTEMPERATURE K
INLETMASS kg
INLET_A/F_RATIO -
INLETFUELCONCENTRATION -
INLETCOMBUSTIONPRODUCTCONC
ENTRATION
-
INLETSPECIESCONCENTRATION -
OUTLETPRESSURE Pa
OUTLETTEMPERATURE K
OUTLETMASS kg
OUTLET_A/F_RATIO -
OUTLETFUELCONCENTRATION -
OUTLETCOMBUSTIONPRODUCTCON
CENTRATION
-
OUTLETSPECIESCONCENTRATION -
MASSFLOW kg/s
FLOWCOEFFICIENTS -
AIRCLEANER:
INLETPRESSURE Pa
INLETTEMPERATURE K
INLETMASS kg
INLET_A/F_RATIO -
23-Jun-2004 5-13
ENTRATION
-
OUTLETPRESSURE Pa
OUTLETTEMPERATURE K
OUTLETMASS kg
OUTLET_A/F_RATIO -
CENTRATION
-
MASSFLOW kg/s
FLOWCOEFFICIENTS -
CATALYST:
INLETPRESSURE Pa
INLETTEMPERATURE K
INLETMASS kg
INLET_A/F_RATIO -
ENTRATION
-
OUTLETPRESSURE Pa
OUTLETTEMPERATURE K
OUTLETMASS kg
OUTLET_A/F_RATIO -
CENTRATION
-
MASSFLOW kg/s
FLOWCOEFFICIENTS -
TURBOCHARGER:
COMPRESSORPOWER J/s
TURBINEPOWER J/s
ROTATIONALSPEED rpm
TURBINEEFFICIENCY -
COMPRESSORPRESSURERATIO -
TURBINEPRESSURERATIO -
MASSFLOW kg/s
FLOWCOEFFICIENTS -
5-14 23-Jun-2004
PD-COMPRESSOR:
COMPRESSORPOWER J/s
MECHPOWER J/s
ROTATIONALSPEED rpm
MASSFLOW kg/s
FLOWCOEFFICIENTS -
TURBOCOMPRESSOR:
COMPRESSORPOWER J/s
MECHPOWER J/s
ROTATIONALSPEED rpm
COMPRESSORPRESSURERATIO -
MASSFLOW kg/s
FLOWCOEFFICIENTS -
JUNCTION:
PRESSURE Pa
TEMPERATURE K
FLOWPATTERN -
MASSFLOW kg/s
FLOWCOEFFICIENTS -
FIRE:
MASSFLOW kg/s
FLOWCOEFFICIENTS -
5.4. Analysis of Composite Elements
Some elements are displayed on the screen as composite elements but consist of more
fundamental components in the actual input file. Examples of such elements are:
Perforated pipe in pipe
Perforated pipe in plenum.
Some junctions are also not displayed on the screen and the perforated pipes use the same
numbering scheme as the standard pipes although this is not shown. This effects:
Perforated pipe numbers
Pipe end junctions for perforated pipes in plenum (restriction or system
boundary).
Pipe end junctions for pipes of perforated pipe in pipe elements (restriction or
system boundary).
23-Jun-2004 5-15
To assist in post-processing data from such hidden elements, the fundamental contents of
composite elements can be displayed by selecting Simulation|Show Elements to open the
elements window. This information can then be used to post-process the data from the
required location of composite elements.
Note: This is only possible after completing a successful simulation.

Figure 5-3: Show Elements Window
5.5. Analysis of Frequency Dependent Results and
Orifice Noise
ACOUSTIC: The acoustic folder contains the simulation results against frequency.
ENGINE:
EngineOrder -
Engine order versus frequency.
Can be used as the x-axis to
generate plots versus engine
order
SYSTEMBOUNDARY:
SpecificMassflow kg/s/m2
For use with the orifice noise
post processing operation
described below
MEASURING POINT:
PhaseAngle Deg
RealPressure Pa
ImagPressure Pa
Linear : SoundPressure dB In duct sound pressure level
MICROPHONE:
PhaseAngle Deg
Pressure Pa
A-weighted : SoundPressure dB(A) A-weighted sound pressure level
Linear : SoundPressure dB Linear sound pressure level
5-16 23-Jun-2004
The microphone element described in Chapter 3 is recommended for determining orifice
noise although the post processing operation described here is still supported.
However, note that the post processing operation only supports single source data to a
microphone whereas the microphone element can handle multiple sources.
The orifice noise is determined from the calculated mass flow characteristics at the system
boundaries.
Select Simulation|Show Results to open the IMPRESS Chart main window. Click on the
Operations tab and the acoustic operations are available in the Data Analysis folder.
Click on the Results tab and select the Acoustic folder in Results.ppd to plot the
Amplitude curve at the required system boundary.
Additional input of the microphone position relative to the location of the orifice in
Cartesian coordinates is required.
Axis, x
Vertical, z
Lateral, y
0
Ground (optional)
Height (optional)
MICROPHONE
ORIFICE
Figure 5-4: Microphone position
From this information the sound pressure levels in dB are calculated and displayed over
frequency in a graphics window. In addition, the orifice noise in dB(A) is calculated and
displayed in the acoustics window.
5.6. Analysis of Case Series Results
For the Analysis of case series applications the full range of Transients result types (listed
in 5.2) are available
Select Simulation | Create Series Results.
A one step solution for creating series results for all case sets is available. For each case set
the main variation parameter can be freely chosen.
23-Jun-2004 5-17
Figure 5-5: Create Series Results Window
First column: defines if the results should be created
Second column: shows all available case sets
Third column: allows the definition of the main parameter for the results
creation, this will be x-axis in IMPRESS Chart.
Last column: shows the state of the creation process
Select Run Creation to start the processes of result creation.
Then select Simulation | Show Results to open the IMPRESS Chart main window which
shows one folder for each case set (name.case_set.case_no) and an additional folder
containing the series related results (name.case_set).
5.7. Analysis of Animated Results
ANIMATION: The display of animated results helps the user to comprehend the interaction
of flow phenomena within the pipe system of an engine.
Spatial Plots
Depending on the specified output interval of Traces results, spatial plots for each pipe and
time step can be accessed by selecting Simulation|Show Results
(working_directory/bwf_file_name.Case_Set_X.CaseY/simulation.dir/Results.ppd).
Animated Results
An animated view on the whole system can be performed by selecting Simulation|Show
Animation to open the PP3 main window.
5-18 23-Jun-2004
Figure 5-6: PP3 Main Window
The available animation data is:
Pressure
Gas velocity
Gas Temperature
A/F ratio of the combustion products
Fuel vapour
Combustion products
5.8. Message Analysis
MESSAGES: Displaying messages after the calculation process allows the user to check
for information, warnings and errors generated by the solver.
Select Simulation|Show Messages to open the Message Browser as shown in the following
window:
Figure 5-7: Message Analysis Window
23-Jun-2004 5-19
From the Sorted by pull down menu, select Message Type, Message ID, Element Name
or Position for the desired display. Select the respective values in the Start from and End
at pull down menus to display messages occurring within a certain crank angle interval.
The global information is shown and more detailed information can be shown by clicking
<RUNINFO> with the mouse. Click the expand button + to show the detailed information
in the folder.
In a steady-state engine simulation it is strongly recommended to check the messages from
the main calculation program displayed during the last calculated cycle. If major
irregularities have occurred, it is essential to check whether the calculation results are
plausible.
5.8.1. Message Description
Messages generated by the BOOST solver consist of a message header followed by text
giving more detailed information. The format and components of the message header are
described as follows:
<TYPE> <CODE> <ELEMENT> <NUMBER> <ROUTINE> <CRANK ANGLE> DEGCRA
1. Type
The first part of the message header is the basic type of the message. The possible
types and a brief description are given in the following table.
Message Type Description
FATALERROR A fatal error that causes the simulation to stop.
READERROR
An error occurred reading a value. This usually causes
the simulation to stop.
INVALIDINPUT
The value has been read correctly but the value or string
is invalid in this context. This also causes the simulation
to stop.
CONVERGENCEFAIL
An iteration loop has reached the maximum number of
iterations without converging. The loop will be exited and
the simulation will continue. This message is not fatal.
RUNINFO
Contains useful information about the simulation. This
includes the names and paths of loaded files and
changes in default values.
WARNING
A warning about values or conditions in the current
simulation. The simulation will continue to run.
OUTOFRANGE
A value is out of the permitted range. The accepted
range is typically given in the body of the text. This is
usually not fatal.
FILEERROR
An error occurred in reading or writing to files used by
BOOST. This is a fatal error.
MEMORYERROR
A memory allocation error has occurred. Typically caused
by insufficient memory available on the current host. This
is a fatal error.
5-20 23-Jun-2004
2. Code
A number associated with the message which is useful for tracking the exact location
in the code that generated the message.
3. Element
If the message is generated by a specific BOOST element such as a cylinder or junction,
this will be displayed at this location. Otherwise, a character string describing the
current process, such as INPUT or CONTROL, will be displayed.
4. Number
The element number that generated the message. If the message is not associated with
a particular element number then a zero will be displayed.
5. Routine
The BOOST routine which generated the message.
6. Crank Angle
The simulation crank angle when the message was generated. This will be in degrees.
5.8.2. Message Examples
RUNINFO 0 CONTROL 0 STWINP 0.00 DEGCRA
Opened file : C:/Program Files/avl/BOOST/v4.0/files/BENZIN.GPF
The message states the name and path of a file that has been loaded by BOOST during the
simulation. In this case it is the gas property file (.gpf) for benzin. The message was
issued at 0.00 degrees crank angle by the routine STWINP (i.e. at the beginning of the
simulation).
WARNING 183658 TURBOCHARGER 1 TLVOLL 2880.22 DEGCRA
The operating point of the compressor
crossed the surge line of the performance map.
Massflow: 0.036kg/s, Pressure ratio: 1.60
Warning number 183658 concerning the compressor operating point was issued by
turbocharger number 1 at 2880.22 degrees crank angle in the routine TLVOLL.
CONVERGENCEFAIL 143302 JUNCTION 3 PSTP0 6336.58 DEGCRA
The iteration of the junction massflow failed to
converge at flowpattern 6.
calculated values: type 1 type 2 difference in % of total massflow
attached pipe 1: 0.000609 0.000609 0.000000
attached pipe 2: 0.007190 0.007366 2.206129
attached pipe 3: 0.007970 0.007800 2.133474
23-Jun-2004 5-21
5.8.3. Fatal Errors
5.8.3.1. MATLAB API
FATALERROR 121901 DLL 1 INIDLL 106.00 DEGCRA
MATLAB-ENGINE run error
- Check that matlab executable directory is in PATH.
- Check that a valid license is available.
The calculation has been stopped.
This message is generated when running with the MATLAB API option. There are several
reasons this message is generated. MATLAB is not found in the directories listed in the
PATH environment variable, a valid license is not available or there is a clash of MATLAB
versions. For the last case this can happen when the version of the MATLAB mdl file does
not match the version of MATLAB that BOOST is attempting to load. This can happen
when there is more than one MATLAB version is installed on the computer. The following
dialog box will be generated in such a case.
Figure 5-8: MATLAB API Error - version mismatch
The solution is to make sure the version of the MATLAB model (mdl file) matches the
MATLAB version listed first in the PATH.
5-22 23-Jun-2004
5.9. Analysis of Aftertreatment Analysis Results
All data from the aftertreatment analysis simulations is given as transient values at
different spatial positions of the element. The spatial position (can be defined by the user)
is part of the folder and curve name respectively. The following data is available in
Catalyst Analysis and Particle Filter Analysis subfolder:
CATALYST:
SOLID TEMPERATURE K Temperature of the solid substrate.
This temperature is used for all
conversion reactions.
GAS TEMPERATURE K Temperature of the gas phase.
PRESSURE Pa The pressure data are relative
values related to the pressure at
the catalyst.
VELOCITY m/s The velocity is a interstitial
velocity inside the catalyst
channels. For the evaluation of the
superficial velocity the open
frontal area of the catalyst has to
be applied.
MASS FRACTION <<XX>> kg/kg <<XX>> represents any species
defined in Globals/Aftertreatment
Analysis, e.g. CO, CO2, C3H6,
NO2,...
PARTICULATE FILTER :
SOLID TEMPERATURE K Temperature of the solid substrate.
This temperature is used for all
regeneration reactions.
GAS TEMPERATURE K Temperature of the gas phase.
PRESSURE Pa The pressure is given as relative
value. A pressure difference is
calculated between the pressure at
the end of the filter outlet
channel and the pressure at the
corresponding axial position in the
filter inlet channel.
VELOCITY m/s The velocity is an interstitial
velocity inside an theoretically
combined channel, where the inlet
and outlet channel are put
together.
MASS FRACTION <<XX>> kg/kg <<XX>> represents any species
defined in Globals/Aftertreatment
Analysis, e.g. CO, CO2, C3H6,
NO2,... This gas composition can be
understood as part of the outlet
channel.
23-Jun-2004 5-23
SOOT MASS kg/m
3
Filter The soot mass is given as volume
specific value, where the overall
volume of the filter is used as
reference.
SOOT HEIGHT m The soot height is evaluated
assuming that soot is equally
distributed over the entire inlet
channel cross section.
WALL VELOCITY - The wall velocity is given by
normalized values.
INLET CHANNEL VELOCITY m/s Th inlet channel velocity is the
interstitial velocity inside the
filter inlet channel.
OUTLET CHANNEL VELOCITY m/s The outlet channel velocity is the
interstitial velocity inside the
filter outlet channel.
INLET CHANNEL PRESSURE Pa Absolute pressure in the inlet
channel.
OULLET CHANNEL PRESSUER Pa Absolute pressure in the outlet
channel.
23-Jun-2004 6-1
6. THE BOOST FILES
6.1. The .bwf Files
The BOOSTFILENAME.bwf files contains all graphics and input data of the BOOST model.
6.2. The .bst Files
The BOOSTFILENAME.bst file is the input file of the calculation kernel. It is generated by
selecting Simulation|Run|Model Creation and is written into the subfolder
BOOSTFILENAME.Case_X (X...Index of the Case Set).
As it is an ASCII formatted file, it can be transferred to and executed on every platform or
computer where a BOOST calculation kernel is available.
The BOOSTFILENAME.bst file consists of the following sections:
SECTION HEADER: Contains the total number of elements for each type in
a calculation model.
SECTION INPUT: Contains all input data.
SECTION MESSAGES: Summary of the messages from the main
calculation program.
SECTION TRANSIENTS: Average results of each element over each cycle
calculated (GIDAS format).
SECTION TRACES: Covers the crank angle dependent calculation results
from the last calculated cycle (GIDAS format). In an animation calculation
this section is not available.
SECTION ANIMATION: Summary of the results of an animation
calculation (GIDAS format). In a single calculation this section is not available.
SECTION SUMMARY: Contains the global calculation results. In a series
calculation, this section is available for each of the calculated operating points
or engine variants.
6.3. The .atm Files
The BOOSTFILENAME.atm is similar to the BOOSTFILENAME.bst but it is used to run the
BOOST calculation kernel in aftertreatment analysis mode.
The BOOSTFILENAME.atm file consists of the following sections:
SECTION HEADER: Contains the total number of elements for each
type in a calculation model.
SECTION INPUT: Contains all input data.
SECTION MESSAGES: Summary of the messages from the main
calculation program.
SECTION CAT_ANALYSIS: Transient results of catalyst analysis
simulations (GIDAS format).
6-2 23-Jun-2004
SECTION DPF_ANALYSIS: Transient results of diesel particulate filter
analysis simulations (GIDAS format).
SECTION SUMMARY: Contains the global calculation results and
additional simulation data.
6.4. The .rs0 and .rs1 Files
The BOOSTFILENAME.rs0 and BOOSTFILENAME.rs1 files are restart files. As they are
ASCII formatted files, a data set can be transferred together with the restart files to a
different platform and the calculation continued with a restart.
6.5. The .uit File
This file is written by the main calculation program. It is used for writing debug
information during the development of the code and can be deleted after a simulation run
without any consequence.
6.6. The .gpf File
These files contain the tables of gas properties in dependence on pressure, temperature
and excess air ratio (located in $BOOST_HOME\..\..\files).
6.7. The rvalf.cat File
This file contains the catalogue of flow coefficients for three-way junctions. It should be
located in the directory $BOOST_HOME\..\..\files.
23-Jun-2004 7-1
7. RECOMMENDATIONS
7.1. Modeling
In principle, the following requirements must be met by the engine model:
1. The lengths in the piping system must be considered correctly.
2. The total volumes of the intake and exhaust systems must be correct.
As experience shows, major problems may occur when specifying the dimensions of pipes.
The length of a pipe is determined along the centerline and may be difficult to measure.
Also, the engine model should meet the requirement that both the lengths of the single
pipes and the total length (e.g. the distance between inlet orifice and intake valves of the
cylinder) are considered properly.
The modeling of steep cones or even steps in the diameter of a pipe by specifying a variable
diameter versus pipe length should be avoided. A flow restriction should be used instead.
Figure 7-1: Modeling of Steep Cones
If the modeling of steep cones is necessary, the mass balance (i.e. the difference of the in-
flowing at out-flowing mass) of this pipe should be checked carefully by the user. In this
context it is important to mention that the plenum elements do not feature a length in the
sense of a distance which must be passed by a pressure wave. For this reason it is
sometimes difficult to decide on a correct modeling of a receiver; on one hand a plenum
could represent a convenient modeling approach while on the other a more detailed
modeling with several pipes and junctions could be required. The decision must be made
on the basis of the crank angle interval which pressure waves need to propagate
throughout the receiver. This means that for high engine speeds a detailed pipe junction
model is required, whereas for low engine speeds a plenum model may produce excellent
results.
The following figure illustrates both options for the example of the intake receiver of a four
cylinder engine with frontal air feed.
7-2 23-Jun-2004
Figure 7-2: Modeling of an Intake Receiver
The plenum model may predict equal air distribution whereas in reality this is often a
critical issue especially for long receivers with small cross sectional areas. For the latter,
the pipe junction model is preferred. The step in the cross sectional area at the inlet to the
intake receiver is modeled with a flow restriction. Ensure correct modeling of the length of
the intake runners (refer to Figure 7-15).
Figure 7-3: Modeling of an Intake Receiver with Pipes and Junctions
23-Jun-2004 7-3
The following figure shows three different models for an intake receiver of a four cylinder
engine:
Figure 7-4: Intake Receiver Models
The first model is a simple plenum model. The second is a pipe and junction model with
lateral inlet, and the third is a pipe and junction model with central inlet. The total
volume of the receiver was kept constant. Figure 7-5 shows the predicted volumetric
efficiency and air distribution for the three models. The air distribution is expressed as the
difference between the maximum and minimum volumetric efficiency of an individual
cylinder related to the average volumetric efficiency.
Figure 7-5: Influence of Intake Receiver Modeling on Volumetric Efficiency and Air
Distribution
7-4 23-Jun-2004
The predicted overall volumetric efficiency is similar for all three models, except for shifts
in the resonance speeds. As the plenum model does not account for pressure waves in the
intake receiver, equal volumetric efficiencies are calculated for all cylinders. The lateral
air feed proves to be most critical with respect to air distribution especially at higher
engine speeds.
Modeling of the ports deserves special attention, especially modeling of the exhaust ports.
The flow coefficients are measured in an arrangement similar to the following figure:
Figure 7-6: Exhaust Port Modeling
The measured mass flow rate is related to the isentropic mass flow rate calculated with the
valve area and the pressure difference across the port. The model shown on the bottom
left of the above figure would produce mass flow rates which are too high (too low in the
case of a nozzle shaped exhaust port), because the diffuser modeled causes a pressure
recovery increasing the pressure difference at the entry of the pipe modeling the port. The
mass flow rate is calculated with the increased pressure difference and the valve area, and
is therefore greater than the measured one. This problem can be overcome either by a
correction of the flow coefficients or by switching to a model as shown on the bottom right
of the above figure. Due to modeling the pipe as a straight diameter pipe with flange area,
there is no pressure recovery. However, the flow coefficients need to be corrected by the
ratio of the different areas. This can be done easily by the scaling factor.
For modeling a multi-valve engine two options are available:
1. A pipe is connected to each valve (refer to Figure 7-7, left side):
The branched part of the intake and exhaust port is modeled by two pipes and
a junction. For this junction, the refined model should be used exclusively, as
the constant pressure model causes very high pressure losses. This modeling is
required only if the two valves feature different valve timings, the geometry of
the runner attached to each valve is different or a valve deactivation systems is
used.
23-Jun-2004 7-5
2. All intake and all exhaust valves are modeled by one pipe attachment (refer to
Figure 7-7, right side):
The number of valves is taken into account by specifying the flow coefficients
and scaling factor in such a way that the total effective flow area of all
considered valves is obtained. This modeling is preferred as it requires fewer
elements and is therefore less complicated and more efficient.
Figure 7-7: Modeling Multi-Valve Engines
7.2. Analysis of Results
The BOOST post-processor assists the user efficiently in the analysis of calculation results,
as it allows several trends to be displayed over crank angle simultaneously. This makes
the comparison of pressure or mass flow histories over crank angle very simple at different
locations in the engine model.
An important parameter for the analysis of gas dynamic pressure wave motion is the crank
angle interval, which is required by a pressure wave to propagate over a certain distance.
The speed of the pressure wave propagation is determined by the speed of sound and the
flow velocity (a u). Mostly the Mach number of the flow in the pipe is relatively low,
which allows the influence of the flow velocity to be neglected. In this case, the crank
angle interval required for the propagation of a pressure wave over one meter distance can
be calculated from the following formula:
a
n
v
W

=
6
(7.2.1)
w
v pressure wave propagation speed [degrees CRA/m]
a speed of sound [m/s]
The speed of sound can be calculated from the gas temperature in the pipe. A typical value
for the intake system is 345 m/s. In the exhaust system, the speed of sound varies typically
between 550 m/s (diesel engines) and 650 m/s (gasoline engines).
When using the Equation 7.2.1, it should be noted that the influence of the flow velocity is
neglected.
7-6 23-Jun-2004
Another important effect in the analysis of gas dynamic calculation results is the
characteristics of the pressure wave reflection:
At an open pipe end ( 1.0), a pressure wave is reflected as a depression wave,
and a depression wave as a pressure wave.
At a closed pipe end ( 0), a pressure wave is reflected as a pressure wave, and
a depression wave as a depression wave.
The reflection of pressure waves at a plenum is more complex, as normally the pressure in
the plenum varies over time. For that reason, the characteristics of the pressure wave
reflection depend on the volume of the plenum:
If the plenum is very large, the pressure in the plenum remains almost
constant and the reflection characteristics are similar to those of a pipe open to
the ambient as discussed above.
If the plenum volume approaches zero, the variation of the pressure in the
plenum is similar to the pressure variation inside the pipe.
The behavior of diffusers and cones is also of special interest. A pressure wave propagating
into a diffuser is weakened due to the expansion resulting from the increasing cross-
section. As a consequence, depression waves are reflected by the diffuser:
If a depression wave propagates into a diffuser, the depression wave is also
weakened and pressure waves are reflected.
If a pressure wave propagates into a cone, the pressure wave becomes stronger
and pressure waves are reflected.
If a depression wave propagates into a cone, the depression wave becomes
stronger and depression waves are reflected.
7.3. Important Trends
This section summarizes some typical influences of important parameters on engine
performance. They may be used to get an overview of required parameter modifications in
an engine model to obtain calculated performance characteristics closer to the target
engine performance.
The example figures shown in this chapter reflect the general trend. They were obtained
from a simplified model of a 4-cylinder SI engine. The actual influence of the parameter
varied may be different on other engines due to the presence of other effects.
The influence of heat transfer is two-fold. It influences the heating of the fresh charge
during the gas exchange and thus the volumetric efficiency. This effect is more
pronounced from low to mid-engine speeds as more time is available for the heat transfer
to take place.
Secondly, the heat transfer influences the efficiency of the high pressure cycle by
influencing the wall heat losses. Figure 7-8 shows the effect of the variation of the in-
cylinder heat transfer on the engine performance.
23-Jun-2004 7-7
Figure 7-8: Influence of In-Cylinder Heat Transfer on Engine Performance
The influences of the flow coefficients and wall friction losses are more pronounced at high
engine speeds, where the flow velocities in the system are relatively high. They have little
influence on engine performance in the low and mid-speed range.
Figure 7-9: Influence of Port Flow Coefficients on Engine Performance
Intake valve closing mainly influences the volumetric efficiency of the engine. Advanced
intake valve closing improves the engine air flow at low engine speeds and retarded intake
valve closing favors high engine speeds.
7-8 23-Jun-2004
Figure 7-10: Influence of IVC on Engine Performance
Figure 7-11: Influence of EVO on the Engine Performance
There may be a significant influence of the valve train dynamics and/or of the differences
between the valve clearances between a cold and hot engine on the engine air flow
characteristics. This depends on valve train design.
Inertia effects in the intake system may be used for a gas dynamic supercharging of the
engine. This effect is important at higher engine speeds because the inertia of the gas in
the intake runner becomes significant only at high velocities.
Another possibility of gas dynamic supercharging is the use of resonance effects in the
intake system. The resonance frequency of such system can be determined roughly from
the Helmholtz formula:
23-Jun-2004 7-9
V l
A a
f
=
2
(7.3.1)
f resonance frequency [Hz]
a speed of sound [m/s]
A pipe cross-section [m]
l tuning pipe length [m]
V plenum volume [m]
By selecting the dimensions, a resonance system may be tuned to low or high speeds. A
tuning for low speeds can be achieved with a long tuning pipe, a large plenum volume and
a small pipe cross-section. However, the plenum is usually located between the tuning pipe
and the cylinders, which provide the excitation of the resonance system. For this reason, a
large plenum volume lowers the resonance frequency but also increases the damping of the
excitation, which is detrimental to gas dynamic tuning.
The effects of these two tuning strategies can be seen in the following figures. If the length
of the air feed pipe to the intake receiver is varied, as defined in the following sketch, it
mainly influences the low frequency resonance peak in the volumetric efficiency curve.
Figure 7-12: Air Feed to Intake Receiver
7-10 23-Jun-2004
Figure 7-13: Influence of Air Feed Pipe Length on Engine Performance
Using the dimensions of the air feed pipe for tuning purposes depends on the number of
cylinders. The excitation of the low frequency system decreases when the number of
cylinders is increased.
Figure 7-14: Influence of Number of Cylinders on Engine Performance
Although the intake runner length as shown in the next sketch, determines the high
frequency resonance, it has also a certain influence on the low frequency peak.
23-Jun-2004 7-11
Figure 7-15: Intake Running Length
Figure 7-16: Influence of Intake Runner Length on Engine Performance
The performance characteristics of two-stroke engines are more unstable than four-stroke
engines. This is caused by the strong interference between the intake and exhaust systems
during the scavenging period. As a consequence, a large number of cycles must be
calculated until steady conditions are achieved. Minor inaccuracies in the engine model or
minor modifications to an engine configuration may result in large differences in the
engine performance.
The tuning of a two-stroke engine with symmetrical port timing can almost be achieved via
the exhaust system alone, as the conditions in the cylinder at the beginning of the high
pressure cycle are determined by exhaust port closing. For this reason, the influence of
combustion on the gas exchange process is also relatively strong (via the exhaust gas
temperature and the speed of sound in the exhaust system). This is not the case for four-
stroke engines.
7-12 23-Jun-2004
7.4. Turbocharger Matching
Another application of BOOST is to determine a suitable compressor and turbine size for a
turbocharged engine. The simplified turbocharger model with its three calculation modes
(turbine layout, boost pressure and waste gate calculation) supports the user in this task.
The following steps outline the procedure for the layout of a conventional waste gate
turbocharger:
1. The first step is to estimate the air flow requirement for engine full load at the engine
speed when the waste gate starts to open. A common layout is around maximum
torque speed. The air flow can be calculated from the target Brake Mean Effective
Pressure (BMEP), Brake Specific Fuel Consumption (BSFC) and the required Air/Fuel
Ratio. The latter is estimated from emission targets considerations.
9
10 16 . 2

=
c
D
air
n
BSFC n V BMEP
AFR m (7.4.1)
air m
air flow [kg/s]

AFR air fuel ratio [-]
BMEP brake mean effective pressure [bar]
D
V displacement [l]
c
n 1 for two stroke engines
2 for four stroke engines
BSFC brake specific fuel consumption [g/kWh]
2. With another estimate of the intake manifold temperature and the volumetric
efficiency of the engine, the target BOOST pressure is calculated from
10
6

=
n V
n T R m
P
D V
c m
air
m
(7.4.2)
m
P intake manifold pressure [bar]
R gas constant of air, 287 J/kg K
m
T intake manifold temperature [K]
V
volumetric efficiency related to intake manifold conditions [-]
3. Substituting Equation 7.4.1 into Equation 7.4.2 yields
9
10 6 . 3

=
V
m
m
T R BSFC BMEP AFR
P
(7.4.3)
23-Jun-2004 7-13
4. With the pressure loss of the inter cooler and air cleaner, the compressor pressure ratio
is known
cleaner amb
cooler m
co
P P
P P

+
=
co
compressor pressure ratio [-]
cooler
P inter cooler pressure loss [bar]
amb
P ambient pressure [bar]
cleaner
P air cleaner pressure loss [bar]
5. Using a turbine layout calculation, an equivalent turbine discharge coefficient and an
operating point of the engine in the compressor map is obtained. Making two
additional calculations with the first turbine discharge coefficient at the lowest engine
full load speed in the BOOST pressure calculation mode and at the highest full load
speed in the waste gate calculation mode, yields another two operating points of the
engine in the compressor map. The compressor pressure ratio for the waste gate
calculation can be determined again from Equation 7.4.3. Figure 7-17 shows the three
operating points in the compressor map.
Figure 7-17: Engine Operating Line in the Compressor Map
6. With this information a suitable compressor can be selected. If the compressor is too
small, the rated speed operating point is beyond the speed limit of the compressor or in
the choked flow region, Figure 7-18.
7-14 23-Jun-2004
Figure 7-18: Engine Operating Line in the Compressor Map (compressor too small)
If the compressor is too large, low and/or mid speed operating points are located left of
the surge line in Figure 7-19.
Figure 7-19: Engine Operating Line in the Compressor Map (compressor too large)
23-Jun-2004 7-15
If the correct compressor is selected, the entire engine operating line is located within
the map, Figure 7-20.
Figure 7-20: Engine Operating Line in the Compressor Map (correct compressor)
7. To determine the necessary turbine, the equivalent turbine discharge coefficient must
be converted to a swallowing capacity and plotted in the turbine map, Figure 7-21.
Figure 7-21: Engine Operating Point in the Turbine Map
8. After selecting possible turbines and compressors, the calculations must be repeated in
the BOOST pressure and waste gate calculation modes to consider the actual
efficiencies and swallowing capacities from the maps.
For turbochargers with variable turbine geometry, the turbine layout calculation mode
may be used at all engine speeds. The location of the engine operating point in the
compressor and turbine map must be checked and the actual efficiencies compared to
the assumed efficiencies of the calculation. If a larger difference between the
efficiencies is detected, the calculation must be repeated with updated efficiencies.
23-Jun-2004 8-1
8. LITERATURE
This guide contains important information about the theoretical basis used for the
development of the code. For further reading, refer to the following list:
General Literature:
[G1] Heywood, J. B., Internal Combustion Engine Fundamentals, McGraw-Hill, 1988,
ISBN 0-07-100499-8
[G2] Pischinger, R. et al., Thermodynamik der Verbrennungskraftmaschine, Springer,
1989, ISBN 3-211-82105-8
[G3] Benson, R. S., The Thermodynamics and Gas Dynamics of Internal Combustion
Engines, Volume 1, Clarendon Press, Oxford, 1982, ISBN 0-198562101
[G4] Shapiro, A. H., The Dynamics and Thermodynamics of Compressible Fluid Flow,
Volume 1/2, Ronald Press Company, 1954
[G5] Fried, E., Flow Resistance (A Design Guide for Engineers), I.E. Idelchick
Hemisphere Publishing Corporation, 1989, ISBN 0-89116-435-9
[G6] Watson, N. and Janota, M. S., Turbocharging the Internal Combustion Engine, The
Macmillan Press Ltd., London, ISBN 0-33-24290-4
[G7] Laimbck, F. J., The Potential of Small Loop-Scavenged Spark-Ignition Single-
Cylinder Two-Stroke Engines, SP 847 Society of Automotive Engineers, Inc.,
Warrendale, PA 15096-0001
[G8] Engine Terminology and Nomenclature General, NN, SAE - Standard J604, sl,
June 1995
Pipe Flow:
[P1] Giannattasio, P. et al., Applications of a High Resolution Shock Capturing Scheme
to the Unsteady Flow Computation in Engine Ducts, Imech 1991, C430/055
[P2] Harten, A. et al., High Order Accurate Essentially Non-Oscillatory Schemes III,
Journal of Computational Physics, Volume 71, Number 2, August 1987
[P3] Winterbone, D. E. and Pearson, R. J., Design Techniques for Engine Manifolds,
Wave Action Methods for IC Engines, Professional Engineering Publishing, 1999.
[P4] Winterbone, D. E. and Pearson, R. J., Theory of Engine Manifold Design, Wave
Action Methods for IC Engines, Professional Engineering Publishing, 2000.
[P5] Onorati, A., Nonlinear fluid dynamic modeling of reactive silencers involving
extended inlet/outlet and perforated ducts, Noise Control Eng. J. 45 (1), 1997
[P6] Bartsch, P., Bachner, B., Borzi, A. and Schuemie, H. A., On the Simulation of a
Concentric Tube Resonator, 5
th
ISAIF, Gdansk, 2001
[P7] Konstandopoulos, A. G., Kostoglou, M., Skaperdas, E., Papioannou, E., Zarvalis D.,
and Kladopoulou, E., Fundamental Studies of Diesel Particulate Filters: Transient
Loading, Regeneration and Ageing, SAE 2000-01-1016 , 2000.
[P8] Konstandopoulos, A. G., Skaperdas, E., Warren, J., and Allansson, R., Optimise
Filter Design and Selection Criteria for Continuously Regenerating Diesel
Particulate Traps, SAE 1999-01-0468, 1999.
8-2 23-Jun-2004
[P9] Peters, B. and Gosman, A. D., Numerical Simulation of Unsteady Flow in Engine
Intake Manifolds, SAE 930609 , 1993.
[P10] Shah, R. K. and London, A. L., Laminar Flow Forced Convection in Ducts: A
Sourcebook for Compact Heat Transfer Exchange Analytical Data, Academic Press,
1978.
[P11] Peters, B. and Dziugys, A., Numerical Modeling of Electrified Particle Layer
Formation on the Surface of Filtration Fabric, Environmental Engineering ,
9:4:191-197, 2001.
[P12] Peters, B. and Dziugys A., Numerical Simulation of the Motion of Granular
Material using Object-oriented Techniques, Comput. Methods Appl. Mech. Eng. ,
191:1983-2001, 2002.
Cylinder:
[C1] Woschni, G. and Anisits, F., Eine Methode zur Vorausberechnung der nderung
des Brennverlaufs mittelschnellaufender Dieselmotoren bei genderten
Betriebsbedingungen, MTZ 34, 1973
[C2] Hires, S. D., Tabaczynski, R. J. and Novak, J. N., The Prediction of Ignition Delay
and Combustion Intervals for a Homogenous Charge Spark Ignition Engine, SAE
780232
[C3] Andree, A. and Pachernegg, S. J., Ignition Conditions in Diesel Engines, SAE
690253
[C4] Rhodes, D. B. and Keck, J. C., Laminar Burning Speed Measurements of Indoline-
Air-Dilunet Mixtures at High Pressures and Temperatures, SAE 850047
[C5] Woschni, G., A Universally Applicable Equation for the Instantaneous Heat
Transfer Coefficient in Internal Combustion Engines, SAE 6700931
[C6] Woschni, G., Einflu von Ruablagerungen auf den Wrmebergang zwischen
Arbeitsgas und Wand im Dieselmotor, in proceedings to Der Arbeitsproze des
Verbrennungsmotors, Graz 1991
[C7] Hohenberg, G., Experimentelle Erfassung der Wandwrme von Kolbenmotoren,
Habilitationsschrift TU-Graz, 1980
[C8] Zapf, M., Beitrag zur Untersuchung des Wrmebergangs whrend des
Ladungswechsels in einem Viertakt-Dieselmotor, MTZ 30, 1969
[C9] Gorenflo, E., Einflu der Luftverhltnisstreuung auf die zyklischen Schwankungen
beim Ottomotor, Wiesloch, VDI Fortschrittsberichte , Reihe 12, Nr 322
[C10] Noske, G., Ein quasi-dimensionales Modell zur Beschreibung des ottomotorischen
Verbrennungsablaufes, Eggenstein, VDI, Fortschrittsberichte, Reihe 12, Nr 211
[C11] Jungbluth, G. und Noske, G., Ein quasi-dimensionales Modell zur Beschreibung
des ottomotorischen Verbrennungsablaufes Teil 1, MTZ 52, 1991
[C12] Jungbluth, G. und Noske, G., Ein quasi-dimensionales Modell zur Beschreibung
des ottomotorischen Verbrennungsablaufes Teil 2, MTZ 52, 1991
[C13] Vibe, I. I., Brennverlauf und Kreisproze von Verbrennungsmotoren, Verlag
Technik, Berlin, 1970
23-Jun-2004 8-3
[C14] Hiroyasu, H. and Kadota, T., Models for Combustion and Formation of Nitric
Oxide and Soot in Direct Injection Diesel Engines, in SAE Paper 760129, pages
513-526. 1976
[C15] Hiroyasu, H., Kadota T. and Arai, M., Development and Use of a Spray Combustion
Model to Predict Diesel Engine Efficiency and Pollutant Emissions (Part 1.
Combustion Modelling), Bulletin of the JSME, 26:569-575, 1983
[C16] Imanishi, T., Yoshizaki, K. and Hiroyasu, H., Simulation Study of Effects of
Injection Rate Profile and Air Entrainment Characteristics on D.I. Diesel
Combustion, in SAE Paper 962059, pages 135-144, 1996
[C17] Yoshizaki, K., Nishida, T. and Hiroyasu, H., Approach to Low NOx and Smoke
Emission Engines by Using Phenimenogical Simulation, in SAE Paper 930612,
1993
[C18] Chmela, F. and Orthaber, G., Rate of Heat Release Prediction for Direct Injection
Diesel Engines Based on Purely Mixing Controlled Combustion, SAE Paper 1999
01 0186
[C19] Chmela, F., Orthaber, G. and Schuster, W., Die Vorausberechnung des
Bennverlaufs von Dieselmotoren mit direkter Einspritzung auf der Basis des
Einspritzverlaufs, MTZ 59 (1998) 7/8
[C20] Wolfer, H., Der Zndverzug im Dieselmotor, VDI-Forschungsarbeiten, Heft 392,
VDI-Verlag GmbH Berlin (1938)
[C21] Bargende, M., Hemispherical Flame Propagation A Tool for Simulating Internal
Combustion Effects, In 4
th
Symposium, The Working Process of the Internal
Combustion Engine, Technical University - Graz, September 1993.
[C22] Blizzard, N. C. and Keck, J. C., Experimental and Theoretical Evaluation of
Turbulent Burning Model for Internal Combustion Engines, SAE 740191.
[C23] Tallio, K. V. and Colella, P., A Multi-Fluid CFD Turbelent Entrainment
Combustion Model: Formulation and One-Dimensional Results, SAE 972880.
[C24] Tabaczynski, R. J., Ferguson, C. R. and Radhakrishnan, K., A Turbulent
Entrainment Model for Spark Ignition Engine Combustion, SAE 770647.
[C25] Tabaczynski, R. J., Trinker, F. H. and Shannon, B. A. S., Further Refinement and
Validation of a Turbulent Flame Propagation Model for Spark Ignition Engines,
Combustion and Flame, 1980.
[C26] Groff, E. G., An Experimental Evaluation of an Entrainment Flame-Propagation
Model, Combustion and Flame, 1987.
[C27] Poulos, S. G. and Heywood, J. B., The Effect of Chamber Geometry on Spark
Ignition Engine Combustion, SAE 830334.
[C28] Heywood, J. B., Internal Combustion Engine Fundamentals, McGraw-Hill
International Editions, 1986.
[C29] Morel, T., Rackmil, C. I., Keribar, R. and Jennings, M. J., Model for Heat Transfer
and Combustion in Spark Ignited Engines and its Comparison with Experiments,
SAE 880198.
8-4 23-Jun-2004
[C30] Jennings, M. J., Multi-Dimensional Modeling of Turbulent Premixed Charge
Combustion, SAE 920589.
[C31] Bielert, U., Klug, M. and Adimiet, G., Application of Front Tracking Techniques to
the Turbulent Combustion Processes in a Single Stroke Device, Combustion and
Flame, 1996.
Acoustics:
[A1] Blair, G. P. and Spechko, J. A., Sound Pressure Levels Generated by Internal
Combustion Engine Exhaust Systems, SAE Automotive Congress, Detroit, January
1972, SAE 720155
[A2] Blair, G. P. and Coates, S. W. Noise Produced by Unsteady Exhaust Efflux from an
Internal Combustion Engine, SAE Automotive Congress, Detroit, January 1973,
SAE 730160
[A3] Coates, S. W. and Blair, G. P., Further Studies of Noise Characteristics of Internal
Combustion Engines, SAE Farm Construction and Industrial Machinery Meeting,
Milwaukee, Wisconsin, September 1974, SAE 740713
Turbocharger:
[T1] Turbocharger Nomenclature and Terminology, SAE Standard J 922, sl, June
1995
[T2] Turbocharger Gas Stand Test Code, SAE Standard J 1826, sl, March 1995
23-Jun-2004 9-1
9. APPENDIX
9.1. Running The Executable
9.1.1. Command Line
It is recommended to run the BOOST executable from the graphical user interface
(Simulation|Run). However, it is also possible to run the BOOST executable (calculation
kernel) on its own from a shell or command prompt. This executable (boost or
boost.exe) can be found in the platform dependent bin directory of the BOOST
installation ($BOOST_HOME). It is also possible to use command line arguments and input
file specification for this executable. Running the executable without any command line
arguments will result in a command prompt requesting the input file name. This is similar
behavior to previous BOOST releases.
This section also includes important information on the directories from which gas
property files and other auxiliary files used by BOOST are loaded.
9.1.1.1. Options
Command line arguments are specified using a preceding dash (-). For some options only a
single command line option or input files will be processed. That is, in some cases if
multiple command line options are used followed by a BOOST input file (e.g. boost
help v 4t1cal.bst) only the first command line option is processed before
termination. See details on each option for more information.
1. Version (-v)
This displays the current version number of the BOOST executable to screen.
> ./boost -v
v4.0.3
9-2 23-Jun-2004
2. Help (-help)
This is used display some information on the executable, how to use it and a support
contact.
> ./boost -help
A V L
B O O S T
Version: v4.0.3
Platform: ia32-unknown-winnt
Build: <build date>
Usage: boost [-v|-help|-dirs|-plat|-what|-lic]
or
boost [-verbose] [-debug<number>] [-atm|-burn] [-stop]
<filename(s)>
Options: -v Print version number
-help Print this help information
-dirs Print directory information
-plat Print platform type
-what Print executable information
-lic Print license information
-verbose Run in verbose mode
-debug<number> Run in debug level <number> mode
Debug level from 0 (min) to 5 (max)
-stop Stop on error (multiple bst only)
Run modes: (default is cycle simulation)
-atm Aftertreatment analysis
-burn High pressure analysis
Examples: boost 4t1calc.bst
boost -atm aftertreatment.atm
boost -burn burn.brn
Support: boost_support@avl.com
This message will also be displayed for any unrecognized options.
3. Directories (-dirs)
This option displays the directories used by BOOST when executed on input files in the
same manner.
23-Jun-2004 9-3
> ./boost -dirs
A V L
B O O S T
Version: <Version>
Platform: <platform>
Build: <build date>
Executable directory: <executable directory>
Working directory: <working directory>
BOOST_HOME: <BOOST_HOME if set>
If BOOST_HOME has not been set then a message stating this will be displayed rather than a
blank following the BOOST_HOME.
4. Platform (-plat)
This displays the build platform for the executable.
> ./boost -plat
ia32-unknown-winnt
5. What (-what)
This displays more detailed information on the executable. The information displayed is
similar to the UNIX what command.
> ./boost -what
AVL BOOST v4.0.3 ia32-unknown-winnt (Jun 27 2003 09:15:19)
6. License (-lic)
This displays information on the available licenses.
> ./boost -lic
AVL BOOST v4.0.3 checking licenses....
$Id: @(#) ASTFlexlm v8.4 (Feb 12 2003 13:30:36) ia32-unknown-
winnt $
Searching for feature "boost_main" version: "4.0" .... found
This license is available
Searching for feature "boost_advanced" version: "4.0" .... not found
Searching for feature "boost_basic" version: "4.0" .... not found
Searching for feature "boost_acoustic" version: "4.0" .... not found
Searching for feature "boost_hpa" version: "4.0" .... not found
Searching for feature "boost_egat" version: "4.0" .... found
This license is available
Searching for feature "boost_charging" version: "4.0" .... not found
Searching for feature "boost_control" version: "4.0" .... not found
Searching for feature "boost_external" version: "4.0" .... not found
AVL BOOST v4.0.3 finished checking licenses
9-4 23-Jun-2004
7. Verbose (-verbose)
This option also runs the input file(s) through the solver. All messages that are written to
the input file are also sent to the screen.
8. Debug (-debug<number>)
This option also runs the input file(s) through the solver. A number must also be given
from 0 (minimum) to 5 (maximum). This selects debug options for certain features so that
more checks are done. This typically causes a longer run time and an earlier exit due to
errors.
9. Stop (-stop)
This option stops a multiple simulation run (e.g. ./boost *.bst) whenever a fatal error
occurs.
9.1.1.2. File Search Paths
BOOST uses a number of auxiliary input files such as the gas property files. These files are
opened by BOOST from the following directories, listed in order of priority:
1. Same directory as the BOOST input file.
2. BOOST_HOME files directory ($BOOST_HOME/../files)
3. BOOST_HOME files directory ($BOOST_HOME/../../files)
4. Same directory as the BOOST executable.
5. Current working directory. This is usually the same as 1 or 4 but can be
different.
6. Parent directory of the BOOST input file.
As soon as the particular file is successfully opened from any of these directories BOOST
will stop searching and continue. If it fails to open the file from any of these directories the
run will fail unless the file has been specified as optional. Optional files are sometimes used
for developmental features. No message is generated for failing to open an optional file.
The error message includes the list of the directories specified above. The command line
argument for directories (-dirs) can be used if BOOST has problems opening these files.
If a file exists in more than one of the allowed locations, the first successfully opened file
will be used and the other(s) ignored. A RUNINFO message type specifying the name and
path of the file loaded will be written. This is true for optional files also.
23-Jun-2004 9-5
9.1.2. Batch Mode
9.1.2.1. Create Model with GUI
The model set-up and the creation of the kernel input files ( *.bst) has to be done with help
of the GUI. The bst-files are created as follows:
1. Select Simulation | Run from the Menu bar.
2. In the Run window select Model Creation, deselect Simulation and then select Run.
9.1.2.2. Preparing the Batch File:
For this example run.bat was used for the name of the batch-file. The working directory is
D:\support\Batch_test\boost
This means in this case all bwf-files for this run are in this directory and the example
BOOST files are:
test1.bst
test2.bst
test3.bst
The following lines shows the content of run.bat
================= Start of run.bat==================
#!/bin/sh
cd "D:\support\Batch_test\boost\test1.Case_Set_1.Case_1"
boost_batch v=4.0 simulation test1
exit
================= End of run.bat==================
9.1.2.3. Start the Run
Open a bash-window from the desktop
Start | Programs | AVL | AWS3.1 | Bash
Start the batch-file with the command:
sh run.bat
9-6 23-Jun-2004
9.2. Required Input Data
The following list is a summary of data required as input for a BOOST model.
9.2.1. Engine Data
bore, stroke, number of cylinders, con rod length,
numbering of cylinders, principle arrangement of manifolds (diagram or sketch)
compression ratio, firing order and firing intervals,
number of valves, inner valve seat diameters,
valve lift curves, cold valve clearances,
flow coefficients of the ports (incl. reference area), swirl number (incl. definitions)
9.2.2. Turbocharging System Data
compressor and turbine maps including efficiencies,
mass flow characteristic of waste-gate valve,
intercooler size and hot effectiveness
9.2.3. Fuel Data
lower heating value, stoichiometric air-fuel ratio
9.2.4. Boundary Conditions
ambient pressure, ambient temperature,
max. permissible charge air temperature,
pressure loss of air cleaner and intercooler,
pressure loss of exhaust system,
dimensions of engine compartment
9.2.5. Drawings
detailed drawings of the complete intake and exhaust system,
(including all receivers, mufflers, throttles and pipes),
drawings of the cylinder head,
(including the port geometry, flange areas and valve positions)
23-Jun-2004 9-7
9.2.6. Measurements
measured full load performance of the engine,
(BMEP, BSFC, air-fuel ratio, fuelling, air flow, volumetric efficiency),
mean pressures and temperatures in the intake and the exhaust system,
(including location of the measuring points),
combustion data, cylinder pressure traces,
friction measurement results (including definition of procedure)
9.2.7. For Transient Simulation
Inertia of engine and power consumption devices
Inertia of rotor assembly (TC)
Inertia of supercharger reduced to drive shaft (mechanically driven compressors)
9-8 23-Jun-2004
9.3. Available Channel Data
Element Actuator Channel Units Sensor Channel Units
Global Load Torque Nm External (Ext.Cnt.) -
Speed rpm
Mean Speed rpm
Speed Gradient rpm/s
Mean Speed Gradient rpm/s
Ambient Pressure Pa
Ambient Temperature K
Crank Angle (Ext. Cnt.) deg
Absolute Crank Angle (Ext. Cnt.) deg
LOAD 0-1
Load Torque Nm
Engine Torque Nm
Mean Engine Torque Nm
Time (Ext. Cnt.) S
BMEP Pa
System Boundary Pressure Pa Pressure Pa
Temperature K Temperature K
Flow Coefficient 0-1 Flow Coefficient 0-1
Residual Gas Concentration (Ext) kg/kg Residual Gas Concentration (Ext.) kg/kg
A/F Ratio kg/kg A/F Ratio kg/kg
Fuel Concentration (Ext.) kg/kg Fuel Concentration (Ext.) kg/kg
Internal Boundary Pressure Pa Pressure Pa
Temperature K Temperature K
Residual Gas Concentration (Ext.) kg/kg Residual Gas Concentration (Ext.) kg/kg
A/F Ratio kg/kg A/F Ratio kg/kg
Fuel Concentration (Ext.) kg/kg Fuel Concentration (Ext.) kg/kg
Cylinder Fuelling (Int) kg Pressure Pa
Start of Injection (Int) deg Temperature K
Ignition Timing deg A/F-Ratio kg/kg
Piston Wall Temperature K Mean Piston Wall Heat Flow W
Head Wall Temperature K Mean Head Wall Heat Flow W
Liner Segment Wall Temperature K Mean Liner Segment Heat Flow W
Intake Port Wall Temperature K Mean Intake Port Wall Heat Flow W
23-Jun-2004 9-9
Element Actuator Channel Units Sensor Channel Units
Cylinder Exhaust Port Wall Temperature Mean Exhaust Port Wall Heat Flow W
Intake Cam Phasing (VC) deg Mean Liner Wall Heat Flow W
Exhaust Cam Phasing (VC) deg (Octane Number (Quad)) -
Cooler Coolant temperature K Coolant temperature K
Heat flow J/s
Measuring Point Pressure Pa
Mean Pressure Pa
Temperature K
Mean Temperature K
Mass Flow kg/s
Mean Mass Flow kg/s
Residual Gas Concentration kg/kg
Fuel Concentration (Ext) kg/kg
A/F Ratio kg/kg
Plenum Pressure Pa
Mean Pressure Pa
Temperature K
Mean Temperature K
Residual Gas Concentration kg/kg
Fuel Concentration kg/kg
A/F Ratio kg/kg
Turbocharger VTG-Position (VTG) 0-1 Rotational Speed rpm
Mean Rotational Speed rpm
Turbocompressor Clutch-Engagement (full) 0-1
PDC Clutch-Engagement (full) 0-1
Fuel injector Flow Coefficient 0-1
A/F-Ratio kg/kg
Restriction Flow Coefficient 0-1
Conditions
ECU for ECU Element only
Ext External Mixture Preparation
Int Internal Mixture Preparation
VC Valve Controlled Ports
VTG VTG-Turbine
full Full Model of TCP and PDC
Quad Quasi-dimensional, Vibe 2 Zone, Table 2 Zone
9-10 23-Jun-2004
9.4. Compiling and Linking BOOST
The BOOST installation includes all the files necessary to create a new executable to use
more advanced features such as the user defined element. This section covers the platform
specific operations necessary to create this new executable.
9.4.1. NT Visual Studio
A new BOOST executable can be created on Windows 98/2000/NT/XP using Microsoft
Visual Studio, Microsoft Visual C++ (Version 6.0) and HP (Compaq) Visual Fortran
(Version 6.6C). A ready-to-use visual studio project can be requested at
boost_support@avl.com.
Further information can also be found at
http://www.compaq.com/fortran/visual/faq.html
http://msdn.microsoft.com/vstudio/techinfo/techfaq.asp
9.4.2. UNIX
The BOOST static library, the main object, and all the precompiled fortran 90 module files
(*.mod) are available on each of the supported UNIX platforms. The recommended practice
is to create a Makefile to build the new executable which links the platform specific
libraries and objects to create the new executable. Makefiles also can be requested at
boost_support@avl.com.
9.5. Using the BOOST Dynamic Link Library
The BOOST installation includes dynamic link libraries (or shared objects) of the
calculation kernel on all the supported platforms (boost.dll). This is used for links to
external programs (e.g. AVL CRUISE or MATLAB/Simulink). The BOOST dynamic link
library is dynamically loaded at run time by the linking program.
9.5.1.1. Loading Problems
Some possible problems during loading are listed below together with their solution.
Entry Point Not Found
The problem is that an older version of dformd.dll is being used. This can be updated from
the installation CD or downloaded from the following web site:
http://www.compaq.com/fortran/visual/redist.html
In this example the problem has occurred using the MATLAB s-function link so the
dformd.dll used by MATLAB needs to be updated. The location of dformd.dll that needs to
be updated is installation dependent (e.g. C:\MATLAB6p5\bin\win32\dformd.dll).
23-Jun-2004 9-11
9.6. Flow Coefficients Directions
FLOW
COEFFICIENTS
INFLOW OUTFLOW
System Boundary Flow into pipe * Flow out of pipe **
Plenum Flow into plenum Flow out of plenum
Variable Plenum Flow into plenum Flow out of plenum
Air Cleaner Flow into cleaner Flow out of cleaner
Catalyst Flow into catalyst Flow out of catalyst
Air Cooler Flow into cooler Flow out of cooler
Junction
(Constant Pressure)
Flow into junction Flow out of junction
User defined Element Flow into element Flow out of element
* (typically less than 1 for flow from large volume into pipe)
** (typically 1 for flow out of pipe into a large volume )
The outflow coefficient should generally be less than one (flow into a pipe from a volume)
but this is dependent on the actual volume (and other factors) so there is no hard and fast
rule. The exception is the system boundary where the outflow (pipe to boundary) should
typically be one and the inflow (boundary to pipe) less than one.
Refer to the online help (Flow Coefficients - Standard Values) for more information.
9-12 23-Jun-2004
9.7. Variation Parameters from V3.3 to V4.0
For the advanced BOOST v3.3 user the following equivalence table may be helpful.
Variation Parameters
in v.3.3
Parameter
Type
Path to Specify this Parameter in v. 4.0
Engine Speed m Simulation Control | General | Engine Speed
Fuelling m Cylinder | Combustion | Fuelling | Fuel Mass
Throttle Setting m Restriction | Flow Coefficients | Flow Coefficients
(for both directions)
Intake Valve
Closing/Phase Shift
m Cylinder/Modification/Intake Valve Closing
(Phase Shift)
Intake Valve
Closing/Adjusted Cam
Length (IO constant)
m Cylinder/Modification/Intake Valve Closing
(Modified cam length)
Exhaust Valve
Opening/Phase Shift
m Cylinder/Modification/Exhaust Valve Closing
(Phase Shift)
Exhaust Valve
Opening/Adjusted Cam
Length (IE constant)
m Cylinder/Modification/Exhaust Valve Opening
(Modified Cam length)
Intake Valve
Opening/Fixed Exhaust
Valve Closing
m Cylinder/Modification/Intake Valve Opening only
Intake Valve
Opening/Modified Exhaust
Valve Closing
m Cylinder/Modification/Intake Valve Opening combined with
Exhaust Valve Closing (Same direction)
Exhaust Valve Closing/
Fixed Intake Valve
Opening
m Cylinder/Modification/Exhaust Valve Closing only
Exhaust Valve Closing/
Modified Intake Valve
Opening
m Cylinder/Modification/Exhaust Valve Closing combined
with Intake Valve Opening (Opposite direction)
Cam Spread m Cylinder/Modification/Cam Spread
Boost Pressure m Turbocharger/Simplified Model/Compressor pressure ratio
23-Jun-2004 9-13
Turbine Size m Turbocharger/Full Model/Turbine/ Mass Flow scaling
factor
Positive Displacement
Compressor (PDC) Mass
Flow
m Turbocharger/Full Model/Compressor /Compressor
Scaling/Mass Flow scaling factor
Pipe Length m Pipe/General/Pipe length
Pipe Diameter m Pipe/General/Pipe diameter
Element Position m Pipe/General/Pipe length (of related pipes)
Plenum Volume m Plenum/General/Volume
Control Valve Setting m Restriction/Flow coefficients/Flow coefficients
Start of Combustion SOC m,d Cylinder/Combustion/Vibe, Double Vibe, Vibe 2-Zone,
Constant volume/Start of Combustion
Combustion Duration CD m,d Cylinder/Combustion/Vibe, Vibe 2-Zone, Double Vibe
(Vibe1,Vibe2), Woschni/Anisits, Hires et al/Combustion
duration
Combustion
Duration/Timing of Mass
Fractions
m Cylinder/Combustion/Vibe/Combustion duration
(Timing of Mass Fraction will be possible in BOOST v4.1)
Compression Ratio m Cylinder/General/Compression ratio
Parameter type: main/dependent
BOOST V 3.3 list of dependent variation parameters according to main variation
parameters.
Operation process, Element: Main variation parameter
Dependent variation
parameter
Path in BOOST V 4.0
Combustion: Engine speed
Fuelling Cylinder/Combustion/Fuelling/Fuel Mass
Combustion: Engine speed, Throttle Setting
A/F-Ratio
Cylinder/Initialization/Initial Gas Composition/Ratio
value
Combustion: Engine speed, Fuelling, Throttle Setting
Start of Combustion Cylinder/Combustion/Vibe/Start of Combustion
Combustion Duration Cylinder/Combustion/Vibe/Combustion duration
Vibe Shape Parameter
m
Cylinder/Combustion/Vibe/Shape parameter m
Ignition Timing
Cylinder/Combustion/Hires et al, Quasidimensional,
KCM, KCS/Ignition Timing
Ignition Timing
Cylinder/Combustion/AVL MCC/Ignition Delay
Calibration Factor
9-14 23-Jun-2004
Ignition Timing
Cylinder/Combustion/Woschni Anisits, Hires et
al/Ignition Delay
Ignition Timing
Cylinder/Combustion/Vibe, Double Vibe, Vibe 2 Zone,
Const. Volume/Start of Combustion
Heat Transfer: Engine speed, Fuelling, Throttle Setting
Piston Temperature Cylinder/Heat transfer/Piston/Wall Temperature
Cylinder Head
Temperature
Cylinder/Heat transfer/Cylinder Head/Wall
Temperature
Liner Temperature
(Piston at TDC)
Cylinder/Heat transfer/Liner/Wall Temp. (Piston at
TDC)
Liner Temperature
(Piston at BDC)
Cylinder/Heat transfer/Liner/Wall Temp. (Piston at
BDC)
Port Wall
Temperature
Cylinder/Valve Port Specifications/Port/Wall Temp.
Pipe Wall
Temperature
Pipe/General/Wall Temperature
Plenum Wall
Temperature
Plenum/Heat Transfer/Wall Temperature
Valve Timing: Engine speed, Fuelling, Throttle Setting
Intake Cam Phasing
Cylinder/Modification/Intake Valve Closing (Phase
Shift)
Exhaust Cam Phasing
Cylinder/Modification/Exhaust Valve Closing
(Phase Shift)
Chamber Data: Engine speed, Fuelling, Throttle Setting
Fuel Fraction Cylinder/Chamber/Combustion/Fuel Fraction
Combustion Start
Cylinder/Chamber/Combustion/Vibe/Start of
Combustion
Combustion Duration
Cylinder/Chamber/Combustion/Vibe/Combustion
Duration
Shape parameter m
Cylinder/Chamber/Combustion/Vibe/Shape
Parameter m
Wall Temperature
Cylinder/Chamber/Combustion/Wall Heat
TransferWall Temperature
Intake Valve Closing by: Intake Valve Closing
Phase Shift
Cylinder/Modification/Intake Valve Closing (Phase
Shift)
Adjusted Cam Length
(IO constant)
Cylinder/Modification/Intake Valve Closing
Exhaust Valve Opening by: Exhaust Valve Opening
Phase Shift
(Phase Shift)
Adjusted Cam Length
(IO constant)
Intake Valve Opening by: Intake Valve Opening
Fixed Exhaust Valve
Closing
Cylinder/Modification/Intake Valve Opening only
23-Jun-2004 9-15
Modified Exhaust Valve
Closing
Cylinder/Modification/Intake Valve Opening
combined with Exhaust Valve Closing (Same
direction)
Exhaust Valve Closing by: Exhaust Valve Closing
Fixed Intake Valve
Opening
Cylinder/Modification/Exhaust Valve Closing only
Opening
combined with Intake Valve Opening (Opposite
direction)
Exhaust Valve Closing by: Exhaust Valve Closing
Fixed Intake Valve
Opening
Cylinder/Modification/Exhaust Valve Closing only
Opening
combined with Intake Valve Opening (Opposite
direction)
Turbocharger data (only
simplified model):
Engine Speed, Fuelling:
Equivalent discharge
coefficient
Turbocharger/Simplified Model/Equiv. Turbine
Discharge Coeff.
Maximum compressor
pressure ratio
Turbocharger/Simplified Model/Compressor
Pressure Ratio
Compressor efficiency
Turbocharger/Simplified Model/Compressor
Efficiency
TC-overall efficiency
Turbocharger/Simplified Model/Turbo Charger
overall Efficiency
Turbocompressor data (only if
a constant operating point is
specified):
Engine Speed:
Pressure ratio TurboCompressor/Simplified Model/Pressure ratio
Isentropic efficiency
TurboCompressor/Simplified Model/Isentropic
Efficiency
Mechanical efficiency
TurboCompressor/Simplified Model/Mechanical
Efficiency
Positive displacement
compressor data (only if a
constant operating point is
specified):
Engine Speed:
Corrected mass
flow/volume flow
TurboCompressor/Full Model/Compressor/Compressor
Scaling/Massflow Scaling Factor
Temperature
increase/isentropic
efficiency
TurboCompressor/Full Model/Compressor/Compressor
Scaling/Efficiency Offset
Power
consumption/total
efficiency
TurboCompressor/Full Model/Compressor/Power
consumption/total efficiency

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Version 4.0.

Note: Notes provide important supplementary information.

BOOST Version 4.0.4 Users Guide

inertia of the gas column

Figure 2-19: Pipe Bend Parameters

volumetric thermal expansion coefficient of the fluid, a thermodynamic property.

acceleration of gas column through perforation holes

Note: Some definitions have been refined since Version 3.3.

Note: Recirculated exhaust gas is added to the residuals.

Note: Gas Exchange data is defined in accordance with SAE standard

Flow coefficients of the ports

Note: A data point at 0 degrees and 360 degrees or 720 degrees is

Note: CFL Multiplier is for advanced users and is currently under

Note: Only experienced users should add user-defined subroutines.

Note: Input values for an aftertreatment boundary are considered to be

Note: In BOOST the flow coefficients of restrictions are always related to

Note: This model corresponds to a plenum with zero volume. The

Note: The turbine efficiency output in the global results or in the

Note: Expansion ratios and speeds are listed in ascending order.

Note: Parameter names should not have any spaces.

Note: Animation task is only active if the Calculation Mode is set to

Note: Aftertreatment Analysis task is only active if there is valid

Note: To use the restart option it is mandatory that the related

Note: On UNIX, the MATLAB s-function dll has the mexplatform

Note: This is only possible after completing a successful simulation.

air flow [kg/s]

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