Boost and EGR System for the Highly Premixed Diesel Combustion

Buchwald, Ralf; Lautrich, Guido; Maiwald, Oliver; Sommer, Ansgar

doi:10.4271/2006-01-0204

Cited by 16 publications

(10 citation statements)

References 10 publications

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“…Turbocharger shaft speed (v shaft ) 6 EGR cooler wall temperature (T egr, wall ) Model inputs 1 VGT actuator position (V vgt ) 2 EGR valve actuator position (V egr ) 3…”

Section: Relations For Flow Through the Egr Valvementioning

confidence: 99%

Effect of intake valve closure modulation on effective compression ratio and gas exchange in turbocharged multi-cylinder engines utilizing EGR

Modiyani

Kocher²,

Alstine³

et al. 2011

International Journal of Engine Research

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Advanced combustion strategies including premixed charge compression ignition, homogeneous charge compression ignition, and lifted flame combustion are promising approaches for meeting increasingly stringent emissions regulations and improving fuel efficiency in next generation powertrains. Variable valve actuation and closed-loop control promise to play a key role in the promotion and control of these advanced combustion modes. For example, modulation of intake valve closure timing dictates the effective compression ratio and influences the total amount of charge trapped inside the cylinder, and in so doing allows manipulation of the in-cylinder reactant concentrations and temperature prior to and during the combustion process. The effort described here uses data from, and an experimentallyvalidated simulation model for, a multi-cylinder engine with variable geometry turbocharging, cooled exhaust gas recirculation, and fully flexible variable valve actuation. This effort's intent is to determine the control authority over the gas exchange process and effective compression ratio when intake valve closure timing modulation is included on a modern turbocharged diesel engine, as well as to lay the groundwork for closed-loop control design for the promotion and control of advanced combustion modes. The engine testbed at Purdue provides a unique opportunity to pursue these objectives for turbocharged engines with exhaust gas recirculation, as it is the only such engine system in academia outfitted with multi-cylinder fully-flexible valve actuation. A method to estimate in-cylinder temperature at top dead centre is also described. Candidate control architectures for both steady state and transient operation are introduced.

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“…Turbocharger shaft speed (v shaft ) 6 EGR cooler wall temperature (T egr, wall ) Model inputs 1 VGT actuator position (V vgt ) 2 EGR valve actuator position (V egr ) 3…”

Section: Relations For Flow Through the Egr Valvementioning

confidence: 99%

Effect of intake valve closure modulation on effective compression ratio and gas exchange in turbocharged multi-cylinder engines utilizing EGR

Modiyani

Kocher²,

Alstine³

et al. 2011

International Journal of Engine Research

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“…With many of these alternative schemes combustion chemistry is extremely important. Future designs are expected to employ such novel lean/dilute regimes, sometimes in combination with conventional SI and CI operation, where high boost (inlet pressures up to 5-6 bar) and/or extreme compression ratio (CR to 50:1) could be used to address power density and energy loss issues [6][7][8][9][10][11][12][13][14][15][16][17][18][19][20]. In these engines ignition pressures could reach 100-300 bar, which is substantially higher than in current production engines where 0010 peak pressures are generally limited to ∼200 bar.…”

Section: Introductionmentioning

confidence: 99%

A chemical kinetically based ignition delay correlation for iso-octane covering a wide range of conditions including the NTC region

Goldsborough

2009

Combustion and Flame

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“…Common themes for these alternatives are reduced combustion temperatures (1600-1800 K peak) and control of local fuel=oxidant=diluent compositions so that NOx and soot production can be simultaneously mitigated. Future engines may employ such low temperature combustion (LTC) schemes where boosted operation (up to 5-6 bar) and=or very high compression ratio (CR $ 50) could be employed to address power density and energy loss issues (e.g., Aoyagi et al, 2006;Buchwald et al, 2006;Cairns & Blaxill, 2005;Chen & Mitsuru, 2003;Edwards et al, 2007;Gharahbaghi et al, 2006;Hyvö nen et al, 2003;Kalghatgi et al, 2006;Kim et al, 2007;Olsson et al, 2004;Sako et al, 2005;Teh & Edwards, 2006;Teh et al, 2008aTeh et al, , 2008b. Under these conditions, ignition pressures could reach 100-300 bar with peak pressures to 500 bar (McIlroy & McRae, 2007); this is substantially higher than for current production engines where maximum pressures are generally limited to 200 bar.…”

Section: Introductionmentioning

confidence: 99%

On the Rate of Heat Release for High-Boost, Low-Temperature Combustion Schemes: Accounting for Compressibility Effects

Goldsborough

2009

Combustion Science and Technology

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A methodology has been developed to account for compressibility effects (i.e., non-ideal-gas behavior) in the analysis of heat release rates. These effects may be important for advanced, high-boost, low-temperature combustion schemes currently under investigation, as the high pressure and overall lower temperatures can lead to compressibility factors (Z ¼ Pt/RT) that are significantly greater than 1.0. The rate of heat release (ROHR) formulation developed here uses a generalized energy conservation equation where the cylinder is segregated into three distinct regions (i.e., fresh, burned, and mixed); an arbitrary equation of state can be applied to these zones. Crevice/ringpack flows, which can be substantial under high-boost/high-compression ratio (CR) operation, are taken into account using a source/ sink term. The new methodology is demonstrated using pressure-volume traces for six different engine cycles; these traces have been generated using a real gas engine simulator where the heat release is prescribed by a Wiebe-type function. Results are presented using the Redlich-Kwong-Soave equation of state, with comparisons made between the new formulation and conventional ideal gas ROHR results and computed mean gas temperatures. Noticeable differences in ROHR values are seen for cases where Z becomes greater than 1.05; however, computationally significant differences appear important only for very high or extreme CR operation. A real gas equation of state should be used to estimate the mean charge temperature for all boosted LTC operation as the ideal gas temperature can be off by $ 70-300 K under the cases investigated here.

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Boost and EGR System for the Highly Premixed Diesel Combustion

Cited by 16 publications

References 10 publications

Effect of intake valve closure modulation on effective compression ratio and gas exchange in turbocharged multi-cylinder engines utilizing EGR

Effect of intake valve closure modulation on effective compression ratio and gas exchange in turbocharged multi-cylinder engines utilizing EGR

A chemical kinetically based ignition delay correlation for iso-octane covering a wide range of conditions including the NTC region

On the Rate of Heat Release for High-Boost, Low-Temperature Combustion Schemes: Accounting for Compressibility Effects

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