Development and Validation of a Control-Oriented Model of a Spark-Ignition Direct-Injection Engine

2003 ◽  
Author(s):  
Byungho Lee ◽  
Yann Guezennec ◽  
Giorgio Rizzoni ◽  
Doug Trombley
Keyword(s):  
Control System ◽  
System Design ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Control System Design ◽  
Gasoline Engines ◽  
Engine Model ◽  
Development And Validation

Due to the increasing demands on improved fuel economy and stringent government regulations on tailpipe emissions, many automotive industries and research institutes have been looking for alternative solutions, such as diesel engines, hybrid-electric vehicles, and fuel cell technologies, over conventional port fuel injection (PFI) gasoline engines to meet the demands. On the other hand, many people in the automotive community also realize that there are still a lot of room for improvements in gasoline engine technologies, such as utilizing direct injection and/or variable valve actuation. In order to fully realize the potential benefits of such advanced technologies in gasoline engines, a well-coordinated complex control system design is essential. This paper describes the development and validation of a control-oriented mean-value model for a spark-ignition direct-injection (SIDI) engine to assist and accelerate such coordinated control system design and calibration processes via use of an engine model. The performance and accuracy of the dynamic engine model are evaluated and validated against a set of data for an engine running on a transient driving cycle.

Particulate Matter Emission Comparison of Spark Ignition Direct Injection (SIDI) and Port Fuel Injection (PFI) Operation of a Boosted Gasoline Engine

2013 ◽  
Author(s):  
Jianye Su ◽  
Weiyang Lin ◽  
Jeff Sterniak ◽  
Min Xu ◽  
Stanislav V. Bohac
Keyword(s):  
Particulate Matter ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Specific Power ◽  
Injection Timing ◽  
Gasoline Engines ◽  
Port Fuel Injection ◽  
Spark Timing

Spark ignition direct injection (SIDI) gasoline engines, especially in downsized boosted engine platforms, are increasing their market share relative to port fuel injection (PFI) engines in U.S., European and Chinese vehicles due to better fuel economy by enabling higher compression ratios and higher specific power output. However, particulate matter (PM) emissions from engines are becoming a concern due to adverse human health and environment effects, and more stringent emission standards. To conduct a PM number and size comparison between SIDI and PFI systems, a 2.0 L boosted gasoline engine has been equipped and tested with both systems at different loads, air fuel ratios, spark timings, fuel pressures and injection timings for SIDI operation and loads, air fuel ratios and spark timings for PFI operation. Regardless of load, air fuel ratio, spark timing, fuel pressure, and injection timing, particle size distribution from SIDI and PFI is shown to be bimodal, exhibiting nucleation and accumulation mode particles. SIDI produces particle numbers that are an order of magnitude greater than PFI. Particle number can be reduced by retarding spark timing and operating the engine lean, both for SIDI and PFI operation. Increasing fuel injection pressure and optimizing injection timing with SIDI also reduces PM emissions. This study provides insight into the differences in PM emissions from boosted SIDI and PFI engines and an evaluation of PM reduction potential by varying engine operating parameters in boosted SIDI and PFI gasoline engines.

Particulate Matter Emission Comparison of Spark Ignition Direct Injection (SIDI) and Port Fuel Injection (PFI) Operation of a Boosted Gasoline Engine

2014 ◽  
Vol 136 (9) ◽  
Author(s):  
Jianye Su ◽  
Weiyang Lin ◽  
Jeff Sterniak ◽  
Min Xu ◽  
Stanislav V. Bohac
Keyword(s):  
Particulate Matter ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Specific Power ◽  
Injection Timing ◽  
Gasoline Engines ◽  
Port Fuel Injection ◽  
Spark Timing

Spark ignition direct injection (SIDI) gasoline engines, especially in downsized boosted engine platforms, are increasing their market share relative to port fuel injection (PFI) engines in U.S., European and Chinese vehicles due to better fuel economy by enabling higher compression ratios and higher specific power output. However, particulate matter (PM) emissions from engines are becoming a concern due to adverse human health and environment effects, and more stringent emission standards. To conduct a PM number and size comparison between SIDI and PFI systems, a 2.0 L boosted gasoline engine has been equipped and tested with both systems at different loads, air fuel ratios, spark timings, fuel pressures and injection timings for SIDI operation and loads, air fuel ratios and spark timings for PFI operation. Regardless of load, air fuel ratio, spark timing, fuel pressure, and injection timing, particle size distribution from SIDI and PFI is shown to be bimodal, exhibiting nucleation and accumulation mode particles. SIDI produces particle numbers that are an order of magnitude greater than PFI. Particle number can be reduced by retarding spark timing and operating the engine lean, both for SIDI and PFI operation. Increasing fuel injection pressure and optimizing injection timing with SIDI also reduces PM emissions. This study provides insight into the differences in PM emissions from boosted SIDI and PFI engines and an evaluation of PM reduction potential by varying engine operating parameters in boosted SIDI and PFI gasoline engines.

scholarly journals Investigation of transition between spark ignition and controlled auto-ignition combustion in a V6 direct-injection engine with cam profile switching

2008 ◽  
Vol 222 (10) ◽  
pp. 1911-1926 ◽  
Author(s):  
N Kalian ◽  
H Zhao ◽  
J Qiao
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
High Lift ◽  
Auto Ignition ◽  
Operating Region ◽  
Low Load ◽  
Cam Profile ◽  
Direct Fuel Injection

Controlled auto-ignition (CAI) combustion, also known as homogeneous charge compression ignition (HCCI), can be achieved by trapping residuals with early exhaust valve closure in a direct-fuel-injection in-cylinder four-stroke gasoline engine (through the employment of low-lift cam profiles). Because the operating region is limited to low-load and midload operation for CAI combustion with a low-lift cam profile, it is important to be able to operate spark ignition (SI) combustion at high loads with a normal cam profile. A 3.0l prototype engine was modified to achieve CAI combustion, using a cam profile switching mechanism that has the capability to switch between high- and low-lift cam profiles. A strategy was used where a high-lift profile could be used for SI combustion and a low-lift profile was used for CAI combustion. Initial analysis showed that for a transition from SI to CAI combustion, misfire occurred in the first CAI transitional cycle. Subsequent experiments showed that the throttle opening position and switching time could be controlled to avoid misfire. Further work investigated transitions at different loads and from CAI to SI combustion.

Model Development for Spark Ignition Utility Engines to Support Control Algorithm Designs

1999 ◽  
Author(s):  
John Wagner ◽  
William Cheek
Keyword(s):  
Performance Enhancement ◽  
Fuel Injection ◽  
Focal Point ◽  
Model Development ◽  
Cost Effective ◽  
Spark Ignition ◽  
Gasoline Engines ◽  
Engine Model ◽  
Electronic Control System ◽  
Control System Architecture

Abstract Utility spark ignition gasoline engines are deployed worldwide for a variety of functions including transportation, power generation, and fluid movement. These engines are typically air-cooled and employ cost-effective carburetors and fixed angle spark ignition systems. Although utility engines are generally operated on the same gasolines available for highway vehicles, there are remote applications where gasoline formulations may be substantially degraded. Until recently, two and four stroke utility engines have not been a focal point for performance enhancement or pollution control technology. However, the growing awareness of small engine pollution, as well as legislated federal and state requirements, presents many engineering challenges. In this paper, an analytical and empirical model is presented to describe the behavior of internal combustion spark ignition utility engines. The nonlinear engine model will support the design of model-based and intelligent control algorithms prior to dynamometer testing. An electronic control system architecture is introduced using a multi-purpose programmable engine controller which is capable of regulating fuel injection and electronic spark ignition subsystems.

A Control-Oriented Engine Benchmark Model

2000 ◽  
Author(s):  
N. Sivashankar ◽  
D. Boskovic ◽  
J. Friedman
Keyword(s):  
Control System ◽  
System Design ◽  
Control System Design ◽  
Hardware In The Loop ◽  
Core Element ◽  
Benchmark Model ◽  
Engine Model ◽  
Simulation Performance ◽  
The Core ◽  
And Behavior

Abstract A benchmark model is required to evaluate the performance of simulation acceleration technology and Hardware-in-the-Loop system implementations. This paper describes a six-cylinder engine model that serves this purpose. The engine model includes modeling constructs and behavior that are important for control system design and analysis. Individual cylinder torque dynamics is the core element of this model and this is described in detail. Metrics to evaluate simulation performance are also discussed.

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