Assessment of a Low-Throughput Predictive Model for Indicated Cycle, Combustion Noise and NOx Calculation in Diesel Engines in Steady-State and Transient Operations

2012 ◽  
Author(s):  
Andrea Emilio Catania ◽  
Roberto Finesso ◽  
Ezio Spessa
Keyword(s):  
Steady State ◽  
Diesel Engines ◽  
Operating Conditions ◽  
Combustion Noise ◽  
Intake Manifold ◽  
Combustion Model ◽  
Data Set ◽  
Automotive Engine ◽  
Engine Calibration ◽  
Transient Operations

A predictive zero-dimensional low-throughput combustion model that was previously developed by the authors has been refined and applied to a EURO V diesel automotive engine. The model is capable of simulating, in real time, the time-histories of the HRR (Heat Release Rate), in-cylinder pressure, in-cylinder temperatures and NOx (nitrogen oxides) concentrations, on the basis of a few quantities estimated by the ECU (Engine Control Unit), such as the injection parameters, the trapped air mass, the intake manifold pressure and temperature. It has been developed for model-based feedforward control purposes in DI (Direct Injection) diesel engines featuring an advanced combustion system or new combustion-mode concepts, such as LTC/PCCI (Low Temperature Combustion/Premixed Charge Compression Ignition) engines. In the present work, the model has been assessed in detail by analyzing a wide set of experimental engine data that were acquired during the engine calibration phase. The experimental data set has been defined according to the DoE (Design of Experiment) methodology currently used for engine calibration purposes, and applied to six ‘key-points’ that are representative of engine working operations during an NEDC (New European Driving Cycle) for a D-class passenger car. Different injection strategies (pilot-main, double pilot-main; pilot-main-after; double pilot-main-after) have been considered for each key point, and all the main engine operating parameters (rail pressure, injected quantities, boost level, intake temperature, EGR rate,…) have been included in the DoE variation list. Therefore, about 1000 steady-state engine operating conditions have been investigated. In addition, several NEDC driving cycles have been realized with the engine installed on a dynamic test rig, and the combustion parameters and emission levels have continuously been measured during the transient operations. The model has been applied to all the investigated conditions. It has shown excellent accuracy in estimating the values of the main combustion parameters, and a good matching between the calculated and predicted NOx concentrations was found, for both steady-state and transient operations.

MAHLE Advanced EGR Systems for Commercial Diesel Engines to Meet Future Emission Demands

2007 ◽  
Author(s):  
Marco Warth ◽  
Boris Lerch ◽  
Adam Loch ◽  
Alfred Elsaesser
Keyword(s):  
Diesel Engines ◽  
Operating Conditions ◽  
Intake Manifold ◽  
Emission Regulations ◽  
Technical Advances ◽  
Future Emission ◽  
Heavy Duty Diesel ◽  
Low Torque ◽  
Key Aspects ◽  
Fast Acting

Given the ever more stringent emission regulations modern diesel engines undergo these days, the need for advanced EGR systems becomes crucial in all major applications, in particular on- & off-road commercial diesel engines. One of the key aspects of these so-called advanced EGR systems thereby is to reliably provide the engine with the appropriate, high amounts of EGR over the entire range of operating conditions. Whereas common systems are either optimized for low-torque/low-speed operating conditions, or a narrow range around one specific engine speed, the advanced systems aim to both cover the entire operating range and significantly increase the current level of EGR. The advanced EGR systems developed at MAHLE make use of two types of fast acting devices in a modular approach. Depending on the engine size/layout and the amount of EGR needed, the devices are either placed directly in the EGR line or the intake manifold. Using the latest technical advances in mechatronics, the oscillating valves can be opened or closed within less than 3ms, which makes it not only possible to accurately control the amount of EGR fed back into the engine, it also allows to boost the amount of EGR using the exhaust pressure oscillations. In addition to these oscillating valves, rotational flaps have been developed to significantly reduce the complexity of the systems, while still offering similar benefits in terms of EGR rates and variability. Shown hereafter are the results from thorough investigations conducted on both European and US heavy-duty diesel engines. Focusing on some of the most common engine characteristics, such as EGR rates, emissions of nitrogen oxide and fuel consumption, significant benefits can be seen using the newly developed technologies. Compared to conventional measures, such as increased exhaust backpressure and/or constant charge-air throttling, the advanced systems prove to be both more efficient and flexible in terms of EGR rates, as well as beneficial regarding some of the most important engine characteristics.

Nitric Oxide Formation in Diesel Engines

1974 ◽  
Vol 188 (1) ◽  
pp. 477-483 ◽  
Author(s):  
H. Çakir
Keyword(s):  
Nitric Oxide ◽  
Nitrogen Oxides ◽  
Analytical Solutions ◽  
Diesel Engines ◽  
Operating Conditions ◽  
Experimental Results ◽  
Combustion Model ◽  
Oxide Formation ◽  
Nitric Oxide Formation ◽  
Good Agreement

A combustion model is presented to account for the nitric oxide formation in diesel engines at all operating conditions. The paper tries to introduce the concept of variable air-fuel ratio estimated to exist during diesel combustion. Analytical solutions are found to be in good agreement with experimental results. Further investigations will be directed to diesel engines having combustion systems other than the M.A.N.-FM system, and to possible remedies to reduce the formation of nitrogen oxides.

A Study on an Automatically Variable Intake Exhaust Injection Timing Turbocharging System for Diesel Engines

2010 ◽  
Vol 132 (5) ◽  
Author(s):  
Shiyou Yang ◽  
Kangyao Deng ◽  
Yi Cui ◽  
Hongzhong Gu
Keyword(s):  
Diesel Engine ◽  
Diesel Engines ◽  
High Speed ◽  
Control Mechanism ◽  
Operating Conditions ◽  
Combustion Model ◽  
Injection Timing ◽  
Low Speed ◽  
Turbocharging System ◽  
High Torque

A new turbocharging system, named automatically variable intake exhaust injection timing (AVIEIT), is proposed. Its main purpose is to improve the performance of low-speed high torque operating conditions and improve the economy of high-speed operating conditions for high-speed supercharged intercooled diesel engines. The principle of the AVIEIT turbocharging system is presented. A control mechanism for the proposed AVIEIT system used for a truck diesel engine is introduced. An engine simulation code has been developed. In this code, a zero-dimensional in-cylinder combustion model, a one-dimensional finite volume method-total variation diminishing model for unsteady gas flow in the intake and exhaust manifolds, and a turbocharger model are used. The developed code is used to simulate the performances of diesel engines using the AVIEIT system. Simulations of a military use diesel engine “12V150” and a truck diesel engine “D6114” using the AVIEIT system have been performed. Simulation results show that the in-cylinder charge air amount of the diesel engine with the AVIEIT system is increased at low-speed high torque operating conditions, and the fuel economy is improved at high-speed operating conditions. In order to test the idea of the AVIEIT system, an experiment on a truck diesel engine D6114 equipped with an AVIEIT control mechanism has been finished. The experiment results show that the AVIEIT system can improve the economy of high-speed operating conditions. Both the simulation and experiment results suggest that the AVIEIT system has the potential to replace the waste-gate and variable geometry turbocharger turbocharging systems.

Analysis of Pilot Injection Effects on Combustion Noise in PPCI Diesel Engines

2016 ◽  
Author(s):  
Long Liu ◽  
Hongzi Fei ◽  
Jingtao Du
Keyword(s):  
Diesel Engines ◽  
High Frequency ◽  
Combustion Process ◽  
High Load ◽  
Operating Conditions ◽  
Combustion Noise ◽  
Pilot Injection ◽  
Injection Strategy ◽  
Injection Quantity ◽  
Main Injection

With the common-rail fuel injection systems widely used in diesel engines, the pilot injection strategy has been paid more attention for suppressing pollutants emissions and combustion noise. Using pilot injection strategies, leaner and more homogenous mixture formed in pilot spray results in the combustion process partially fulfill Premixed Charge Compression Ignition (PCCI). Therefore the combustion process of diesel engines with pilot injection strategy can be considered as partial PCCI (PPCI). Pilot injection causes the in-cylinder temperature increase before main injection, which shortens the ignition delay of main spray and consequently reduces the combustion noise, so that the pilot injection has potential to extend PPCI combustion model to high load operation. However, the mechanism of pilot injection effects on the combustion noise has not been fully understood, consequently it is difficult to estimate the lower combustion noise among different pilot injection conditions, that results in difficult selection of the pilot injection parameters in proper way. Thus, in this study, experiments were performed on a single-cylinder DI-diesel engine with pilot and main injection under high load operating conditions. The synthesized in-cylinder pressure levels (CPLs) in different frequency ranges as a novel method were proposed to analyze the pilot injection effects on combustion noise. The results reveal that pilot spray combustion mainly influences the high frequency combustion noise, and the later pilot injection timing causes the higher combustion noise. In the case of the short dwell between pilot and main injection, the increasing pilot injection quantity enhances the high frequency combustion noise. Meanwhile because of the pilot injection quantity increase, decrease of main injection quantity leads to lower combustion noise in middle frequency range.

Investigation of Combustion Phasing Control Strategy During Reactivity Controlled Compression Ignition (RCCI) Multicylinder Engine Load Transitions

2014 ◽  
Vol 136 (9) ◽  
Author(s):  
Yifeng Wu ◽  
Reed Hanson ◽  
Rolf D. Reitz
Keyword(s):  
Steady State ◽  
Control Strategy ◽  
High Efficiency ◽  
Operating Conditions ◽  
Intake Manifold ◽  
Injection Timing ◽  
Compression Ignition ◽  
Reactivity Controlled Compression Ignition ◽  
Phasing Control ◽  
Intake Manifold Pressure

The dual fuel reactivity controlled compression ignition (RCCI) concept has been successfully demonstrated to be a promising, more controllable, high efficiency, and cleaner combustion mode. A multidimensional computational fluid dynamics (CFD) code coupled with detailed chemistry, KIVA-CHEMKIN, was applied to develop a strategy for phasing control during load transitions. Steady-state operating points at 1500 rev/min were calibrated from 0 to 5 bar brake mean effective pressure (BMEP). The load transitions considered in this study included a load-up and a load-down load change transient between 1 bar and 4 bar BMEP at 1500 rev/min. The experimental results showed that during the load transitions, the diesel injection timing responded in two cycles while around five cycles were needed for the diesel common-rail pressure to reach the target value. However, the intake manifold pressure lagged behind the pedal change for about 50 cycles due to the slower response of the turbocharger. The effect of these transients on RCCI engine combustion phasing was studied. The CFD model was first validated against steady-state experimental data at 1 bar and 4 bar BMEP. Then the model was used to develop strategies for phasing control by changing the direct port fuel injection (PFI) amount during load transitions. Specific engine operating cycles during the load transitions (six cycles for the load-up transition and seven cycles for the load-down transition) were selected based on the change of intake manifold pressure to represent the transition processes. Each cycle was studied separately to find the correct PFI to diesel fuel ratio for the desired CA50 (the crank angle at which 50% of total heat release occurs). The simulation results showed that CA50 was delayed by 7 to 15 deg for the load-up transition and advanced by around 5 deg during the load-down transition if the precalibrated steady-state PFI table was used. By decreasing the PFI ratio by 10% to 15% during the load-up transition and increasing the PFI ratio by around 40% during the load-down transition, the CA50 could be controlled at a reasonable value during transitions. The control strategy can be used for closed-loop control during engine transient operating conditions. Combustion and emission results during load transitions are also discussed.

A Study on an Automatically Variable Intake Exhaust Injection Timing Turbo-Charging System for Diesel Engines

2009 ◽  
Author(s):  
Shiyou Yang ◽  
Kangyao Deng ◽  
Yi Cui ◽  
Hongzhong Gu
Keyword(s):  
Diesel Engine ◽  
Diesel Engines ◽  
High Speed ◽  
Control Mechanism ◽  
Operating Conditions ◽  
Combustion Model ◽  
Injection Timing ◽  
Low Speed ◽  
Charging System ◽  
High Torque

A new turbo-charging system, named AVIEIT (automatically variable intake exhaust injection timing), is proposed. Its main purpose is to improve the performance of low speed high torque operating conditions and improve the economy of high speed operating conditions for high-speed supercharged inter-cooled diesel engines. The principle of the AVIEIT turbo-charging system is presented. A control mechanism for the proposed AVIEIT system used for a truck diesel engine is introduced. An engine simulation code has been developed. In this code, zero-dimensional in-cylinder combustion model, one-dimensional FVM-TVD (finite volume method-total variation diminishing) model for unsteady gas flow in the intake and exhaust manifold, and turbocharger model are used. The developed code is used to simulate the performances of diesel engines using the AVIEIT system. Simulations of a military use diesel engine “12V150” and a truck diesel engine “D6114” using the AVIEIT system have been performed. Simulation results show that the in-cylinder charge air amount of the diesel engine with the AVIEIT system is increased at low speed high torque operating conditions, and the fuel economy is improved at high speed operating conditions. In order to test the idea of the AVIEIT system, an experiment on a truck diesel engine “D6114” equipped with an AVIEIT control mechanism has been finished. The experiment results show that the AVIEIT system can improve economy of high speed operating conditions. Both the simulation and experiment results suggest that the AVIEIT system has the potential to replace the Waste-Gate and VGT turbo-charging systems.

Investigation of Combustion Phasing Control Strategy During Reactivity Controlled Compression Ignition (RCCI) Multi-Cylinder Engine Load Transitions

2013 ◽  
Author(s):  
Yifeng Wu ◽  
Reed Hanson ◽  
Rolf D. Reitz
Keyword(s):  
Steady State ◽  
Control Strategy ◽  
High Efficiency ◽  
Operating Conditions ◽  
Intake Manifold ◽  
Injection Timing ◽  
Compression Ignition ◽  
Reactivity Controlled Compression Ignition ◽  
Phasing Control ◽  
Intake Manifold Pressure

The dual fuel reactivity controlled compression ignition (RCCI) concept has been successfully demonstrated to be a promising, more controllable, high efficiency and cleaner combustion mode. A multi-dimensional computational fluid dynamics (CFD) code coupled with detailed chemistry, KIVA-CHEMKIN, was applied to develop a strategy for phasing control during load transitions. Steady-state operating points at 1500 rev/min were calibrated from 0 to 5 bar brake mean effective pressure (BMEP). The load transitions considered in this study included a load-up and a load-down load change transient between 1 bar and 4 bar BMEP at 1500 rev/min. The experimental results showed that during the load transitions, the diesel injection timing responded in 2 cycles while around 5 cycles were needed for the diesel common-rail pressure to reach the target value. However, the intake manifold pressure lagged behind the pedal change for about 50 cycles due to the slower response of the turbocharger. The effect of these transients on RCCI engine combustion phasing was studied. The CFD model was first validated against steady-state experimental data at 1 bar and 4 bar BMEP. Then the model was used to develop strategies for phasing control by changing the direct port fuel injection (PFI) amount during load transitions. Specific engine operating cycles during the load transitions (6 cycles for the load-up transition and 7 cycles for the load-down transition) were selected based on the change of intake manifold pressure to represent the transition processes. Each cycle was studied separately to find the correct PFI to diesel fuel ratio for the desired CA50 (the crank angle at which 50 % of total heat release occurs). The simulation results showed that CA50 was delayed by 7 to 15 degrees for the load-up transition and advanced by around 5 degrees during the load-down transition if the pre-calibrated steady-state PFI table was used. By decreasing the PFI ratio by 10 % to 15 % during the load-up transition and increasing the PFI ratio by around 40 % during the load-down transition, the CA50 could be controlled at a reasonable value during transitions. The control strategy can be used for closed-loop control during engine transient operating conditions. Combustion and emission results during load transitions are also discussed.

Features of technical requirements for operational properties automotive engine oils in new specifications

2021 ◽  
Vol 05 ◽  
pp. 23-27
Author(s):  
V. A. Zolotov ◽  
Keyword(s):  
Diesel Engines ◽  
New Technologies ◽  
American Petroleum Institute ◽  
Operating Conditions ◽  
Global Trends ◽  
Automotive Engine ◽  
Engine Oils ◽  
Low Viscosity ◽  
Technical Requirements ◽  
Motor Oils

Analytical information on the state of the art in the development and implementation of new foreign requirements in the specifications for motor oils for serial and future automobile engines, taking into account global trends in environmental protection, is presented. Global technical requirements for the level of properties of engine oils are traditionally improved, both in the direction of meeting the design features of new engines and their operating conditions. For example, the market for motor oils for automotive diesel engines is gradually moving to products with lower kinematic viscosity with the advancement of the advantages of new technologies, which makes them more accessible for use by truck fleets. Over the past decades, engine oils with viscosity grades 15W-40 according to SAE (Society of Automotive Engineers - SAE) in the heavy truck market and 10W-30 according to SAE in the passenger car market have been the main ones. More recently, there has been a transition to truck operation on SAE 10W-30 viscosity grades, and a trend has gradually emerged towards the use of the latest category of engine oils for diesel engines FA-4 API (American Petroleum Institute - API) with a lower viscosity. Currently, the demand is shifting towards low-viscosity oils that meet the three needs of diesel engines for trucks [1].

PIV IN A RUNNING AUTOMOTIVE ENGINE: SIMULTANEOUS VELOCIMETRY FOR INTAKE MANIFOLD RUNNERS

2013 ◽  
Author(s):  
Dimitri Bonnet ◽  
Magali Barthès ◽  
Yannick Bailly ◽  
Laurent GIrardot ◽  
David Guyon ◽  
...  
Keyword(s):  
Intake Manifold ◽  
Automotive Engine
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