Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Abstract
This paper proposes a modelling of the exhaust gas recirculation rate using the in-cylinder pressure sensor for a passenger car diesel engine. Traditional modelling approaches for the exhaust gas recirculation rate normally use variables
which are measured for a long intakeexhaust air path so that a time delay is inevitable. In addition, the model structure
is complex, since many non-linear or unmeasurable variables such as the volumetric efficiency and the efficiency of the
exhaust gas recirculation cooler have to be considered in the model. The proposed exhaust gas recirculation rate model
is based on the in-cylinder pressure measurement which provides instantaneous information about combustion.
Therefore, when this information is used, it is able to model the exhaust gas recirculation rate with a fast response compared with traditional modelling approaches. Furthermore, the proposed model can have a simple model structure since
the model does not require consideration of the non-linear or unmeasurable parameters of the air path. The proposed
exhaust gas recirculation rate model was integrated into an engine control unit and validated through engine experiments on various operating conditions.
Keywords
Exhaust gas recirculation, in-cylinder pressure, modelling, control, diesel engine
Introduction
Emission and energy restrictions have been strengthened as interest in the environment has increased. In
order to meet these strengthened emission and energy
regulations, many technologies such as common-rail
direct injection, variable-geometry turbochargers
(VGTs) and exhaust gas recirculation (EGR) have been
developed.
Among those technologies, the EGR system is a representative technology for reducing the nitrogen oxide
(NOx) emissions.14 The EGR system involves recirculating a portion of the exhaust gas from an exhaust
manifold into the cylinders. When the amount of EGR
gas increases in the cylinder, the combustion temperature decreases owing to the reduced available oxygen
concentration and the raised heat capacity. As a result,
the NOx emissions (which are sensitive to the combustion temperature) decrease.58 Nevertheless, other emissions such as carbon monoxide (CO) and particulate
matter increase.911 In addition, the reduced thermal
represent directly the amount of EGR gas in the mixture of fresh air and EGR gas, and so it is a more
appropriate variable to control the mixture of fresh air
and EGR gas precisely.
It is difficult to measure the EGR gas with a sensor
because the conditions of the EGR path are too harsh
to install a sensor. Since the temperature and the pressure of the exhaust gas are high, and since particulate
matter also causes problems such as sensor fouling,
using a sensor is not suitable for the EGR system
because of the sensors durability.10,13 Consequently, a
model is required to estimate the EGR rate.
Traditional EGR rate modelling approaches use
values that are measured along the long intakeexhaust
air path,14 and so a time delay is inevitable. In addition,
the modelling is difficult and the model structure
is complex, since many non-linear or unmeasurable
variables such as the valves effective area or the efficiency of each component are considered for the
model.1519
Based on the in-cylinder pressure measurement, it is
possible to obtain the physical values for the EGR rate
model directly with a fast response. Furthermore, the
EGR rate model can be simplified even more, since it
does not consider the non-linear elements such as the
efficiency or the valves effective area of each component. Desantes et al.20 introduced MAF rate estimation
for the EGR rate using the in-cylinder pressure sensor.
They proposed a regression model for estimating the
cylinder air charge. However, although this model is
simple and its computational time is short, it cannot
guarantee accuracy of the model outside its modelling
range since the model is based on an empirical model
and not a physical model.
Experimental environment
Experimental apparatus
The environment for the engine experiments is
described in Figure 1. The target engine is a 2.2 l inline
four-cylinder common-rail diesel engine for a passenger
car with high-pressure EGR, low-pressure EGR and
VGT systems, as shown in Figure 2. Table 1 lists the
detailed engine specifications. The engine is connected
to an eddy-current dynamometer which controls the
engine speed and the load. The maximum errors in
some key parameters of the engine experiments are
listed in Table 2.
Four glow plug-type in-cylinder pressure sensors
were installed in each cylinder. These sensors were produced by Continental. AVL INDICOM and the cylinder pressure analysis system (CyPAS) are used to
acquire the in-cylinder pressure data. The in-cylinder
pressure at every 0.1 C is obtained using INDICOM.
Based on this measurement, it is used for offline analysis to determine the crank angle (CA) interval, which is
one of the parameters for EGR rate modelling. The
Ryu et al.
Figure 2. Schematic diagram of the air system of a diesel engine equipped with high-pressure EGR, low-pressure EGR and a VGT.
HP-EGR: high-pressure exhaust gas recirculation; LP-EGR: low-pressure exhaust gas recirculation VGT: variable-geometry turbocharger.
Parameter
Value
Parameter
Maximum error
Engine type
Number of cylinders
Injector type
Cooling type
Bore
Stroke
Displacement volume
Compression ratio
Firing order
Intake valve open timing
Intake valve closed timing
Exhaust valve open timing
Exhaust valve closed timing
Engine speed
Engine load (brake mean effective pressure)
Coolant temperature
2 r/min
0.3 bar
0.1 C
CA: crank angle; BTDC: before top dead centre; ABDC: after bottom
dead centre; BBDC: before bottom dead centre; ATDC: after top dead
centre.
exhaust gas analyser. As shown in Figure 3, all measurements are transmitted to VN1630 by controller
area network (CAN) communication so that they are
monitored and logged through a personal computer.
An in-house ECU was used for engine control with an
in-house software platform (AUTOSAR-Ready).21,22
An MPC5554 was used as the microcontroller for the
ECU. The EGR rate model was implemented in the
ECU by the autocode generation method using
MATLAB/Simulink.
and therefore
Description
Units
Value
k
R
Va
Vb
Vint
polytropic coefficient
Universal gas constant
In-cylinder volume at a
In-cylinder volume at b
Intake manifold volume
kJ/kg K
m3
m3
m3
1.4
0.287
0.0004
0.000 12
0.002
k=
logPa =Pb
logVb =Va
Ryu et al.
Pu Vu = mtot RTu
and therefore
mtot =
Pu Vu
RTu
However, piezoelectric-type in-cylinder pressure sensors have a sensor voltage drift due to thermal shock,
so that there is offset in the measurement signal.
Although the pressure signal has an offset, the pressure
difference between the two CA positions is constant.
Therefore, the total mass of mixed gas could be determined using the DP method based on this pressure
difference.19
DP method. As shown in Figure 6, the in-cylinder pressure increases when the piston moves from a to b
Also
DP = Pb Pa
mtot RTa
Va
dQ
du
du
12
13
Ta =
Q
+ Tint
cmtot
14
16
Ryu et al.
7
included. The calibrated values of constants are as
shown in Table 4.
Value
C1
C2
C3
C4
C5
C6
C7
C8
C9
C10
9.00
4.29 3 1022
7.31 3 102
3.99 3 1023
1.79 3 1022
5.22 3 1026
4.28 3 1022
7.22 3 1024
9.83 3 10211
3.15 3 1021
Modelling results
In order to determine the CA interval for the DP
method and to identify the modelling parameters,
engine cell tests were conducted in a total of 60 test
cases. At each given case of 20 operating conditions as
shown in Figure 7, the MAF set point was changed
from the nominal point to the nominal point 6 50 mg/
stroke. At this time, the load was changed from 2 bar
to 8 bar. Even though the operating conditions of the
engine were constant, the NOx emissions can change
because of external environmental factors such as the
coolant temperature and the ambient pressure; therefore, the MAF set point was changed to consider the
effects of one of the external environmental factors of
the MAF rate.
The CA positions of a and b for the DP method were
determined with the in-cylinder pressure measurement
data at every 0.1 CA from INDICOM to minimize the
cycle-by-cycle variation and the polytropic coefficient
variation. These results are shown in Table 5 and
Table 6 respectively, and so the interval was selected as
100 CA ATDC at a and 40 ATDC at b to minimize
the variations.
The modelling results for the intake manifold temperature are shown in Figure 8 with an r.m.s. error
(RMSE) of 3.03 K and R2 = 0.9091. Figure 9 shows
the modelling results for the specific heat, which is
Table 5. Mean absolute errors due to cycle-by-cycle variation for different intervals.
Crank angle at a
IVC
140
120
100
80
60
Mean absolute error (%) due to cycle-by-cycle variation for the following crank angles at b
140
120
100
80
60
40
44.553
66.809
18.379
22.262
31.046
8.340
9.512
10.116
14.560
3.810
4.144
4.051
4.511
6.439
1.620
1.731
1.626
1.685
1.856
2.519
Table 6. Mean absolute errors due to polytropic coefficient variation for different intervals.
Crank angle at a
IVC
140
120
100
80
60
Mean absolute error (%) due to polytropic coefficient variation for the following crank angles at b
140
120
100
80
60
40
74.016
16.952
22.525
7.825
6.649
8.801
4.545
3.751
3.924
3.033
3.764
2.936
2.465
1.344
1.706
3.152
2.452
1.955
1.058
1.008
0.769
Experimental validation
The EGR rate model was integrated into an ECU. In
order to validate the proposed EGR rate model, several
engine experimental tests were carried out.
Ryu et al.
rpm: r/min.
10
Figure 14. Steady-state validation results for the intake manifold temperature.
Ryu et al.
11
Figure 16. Transient validation results for the EGR rate with a step change in the BMEP at an engine speed of 1500 r/min.
BMEP: brake mean effective pressure; EGR: exhaust gas recirculation.
Experimental results
EGR rate control was conducted with several engine
tests.
First, the EGR rate was controlled following the
desired EGR rate which was changed at fixed operating
conditions. This test was performed to check whether
the EGR rate could be controlled at the fixed point of
operation without any problem. Figure 19 shows the
results for EGR rate control when the EGR rate set
point was changed as follows: 15% ! 20% ! 15%. In
this test, each EGR rate set point was retained for 60 s,
12
Figure 17. Transient validation results for the EGR rate with a step change in the MAF set point at an engine speed of 2000 r/min
and a BMEP of 4 bar.
MAF: mass air flow; EGR: exhaust gas recirculation.
Ryu et al.
13
Figure 19. Transient control results for the EGR rate with a step change in the set point at an engine speed of 1500 r/min and
BMEP of 4 bar.
EGR: exhaust gas recirculation; HP-EGR: high-pressure exhaust gas recirculation.
Figure 20. Transient control results for the EGR rate with a step change in the engine speed at a BMEP of 4 bar.
BMEP: brake mean effective pressure; EGR: exhaust gas recirculation.
Downloaded from pid.sagepub.com at Brunel University London on June 18, 2015
14
Summary
Conclusions
In this paper, the EGR rate model based on the incylinder pressure measurement was proposed for a
passenger car diesel engine. The conclusions are
summarized as follows.
1.
2.
3.
4.
5.
Funding
This research was financially supported by the BK21
plus program (grant number 22A20130000045) under
the Ministry of Education in the Republic of Korea
together with the National Research Foundation of
Korea grant funded by the Korean Ministry of
Education, Science and Technology (grant number
2011-0017495). In addition, the research was financially
supported by the Industrial Strategic Technology
Development Programs (grant numbers 10039673 and
10042633) of the Ministry of Knowledge Economy.
Finally, this work was supported through the Energy
Resource Research and Development Program (grant
number 2006ETR11P091C) under the Ministry of
Knowledge Economy in the Republic of Korea.
References
1. Park W, Lee S, Choi S and Min K. Potential of incylinder exhaust gas recirculation stratification for combustion and emissions in diesel engines. Proc IMechE
Part D: J Automobile Engineering 2012; 226(4): 547559.
2. Gambarotta A, Lucchetti G and Vaja I. Real-time modelling of transient operation of turbocharged diesel
engines. Proc IMechE Part D: J Automobile Engineering
2011; 225(9): 11861203.
3. Lapuerta M, Hernandez J and Gimenez F. Evaluation of
exhaust gas recirculation as a technique for reducing diesel engine NOx emissions. Proc IMechE Part D: J Automobile Engineering 2000; 214(1): 8593.
4. Moos R, Reetmeyer B, Hurland A and Plog C. Sensor
for directly determining the exhaust gas recirculation rate
EGR sensor. Sensors Actuators B: Chem. 2006; 119:
5763.
5. Maiboom A, Tauzia X and Hetet J-F. Experimental
study
of
various
effects
of
exhaust
gas
recirculation (EGR) on combustion and emissions of an
automotive direct injection diesel engine. Energy 2008;
33: 2234.
6. Cui Y, Deng K and Wu J. A direct injection diesel combustion model for use in transient condition analysis.
Proc IMechE Part D: J Automobile Engineering 2001;
215(9): 9951004.
7. Asad U and Zheng M. Exhaust gas recirculation for
advanced diesel combustion cycles. Appl Energy 2014;
123: 242252.
8. Asad U, Tjong J and Zheng M. Exhaust gas recirculation
zero dimensional modelling and characterization for
transient diesel combustion control. Energy Conversion
Managmt 2014; 86: 309324.
9. Choi S and Oh Y. Characteristics of performance and
exhaust emission of diesel engines by changes in fuel
properties and application of EGR. Int J Automot Technol 2007; 8: 179184.
10. Agarwal D, Singh SK and Agarwal AK. Effect of exhaust
gas recirculation (EGR) on performance, emissions,
deposits and durability of a constant speed compression
ignition engine. Appl Energy 2011; 88: 29002907.
Ryu et al.
15
Appendix 1
Notation
c
F
m
N
P
Q
T
u
V
W
g
e
u
Superscripts
^
estimated value
mean value
Subscripts
a
air
b
cyl
EGR
f
int
tot
Abbreviations
BMEP
CA
CAN
CO
CyPAS
ECU
EGR
IVC
LUT
MAF
NOx
PI
RMSE
VGT