Diesel engine transient control and emissions response during a European Extra-Urban Drive Cycle (EUDC)

Black, John D.; Eastwood, P G; Tufail, Khizer; Winstanley, T; Hardalupas, Y.; Taylor, A. M. K. P.

doi:10.4271/2007-01-1938

Cited by 16 publications

(14 citation statements)

References 31 publications

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“…The lag between increased fueling and the response of the air-charging system discussed previously influences decisively (increases) the NOx concentration too as demonstrated in Figure 1 (Black et al, 2007;Giakoumis and Alafouzos, 2010). Since the main parameter affecting NO (and NOx) formation is the burned gas temperature, locally high temperatures due to close to stoichiometric air-fuel mixtures (formed because of the still low air-supply) are expected to increase NO during the turbocharger lag cycles in Figure 1.…”

Section: Fundamental Aspects Of Diesel Engine Transient Operationmentioning

confidence: 85%

Review of Some Methods for Improving Transient Response in Automotive Diesel Engines through Various Turbocharging Configurations

Giakoumis

2016

Front. Mech. Eng.

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Turbocharged diesel engines suffer from worse transient performance than their naturally aspirated counterparts, mostly at low loads and speeds. This leads to overshoot in engine-out exhaust emissions (primarily particulate matter/soot and NOx) after a speed or load increase, as well as poor drivability. The main cause for this problematic behavior is located in the turbocharger in the form of high moment of inertia and unfavorable aerodynamic-type compressor flow characteristics. In the present work, various alternative turbocharging configurations are reviewed that have proven successful in improving the dynamic diesel engine operation. These configurations are combined supercharging, variable-geometry turbine, electrically assisted turbocharging, two-stage series and sequential turbocharging, and lower turbine moment of inertia. Significant improvement in the engine's transient response can be realized when designing for smaller turbocharger frames or applying more than one units (in series or parallel arrangement). Increasing the available turbine torque (e.g., through elevated turbine back pressure in a variable-geometry turbine) is another successful option, as well as enhancement of the boost pressure (e.g., through the use of a positive displacement compressor upstream of the turbocharger). Finally, the use of external energy (e.g., in the form of electrical assistance on the turbocharger shaft during the critical turbocharger-lag phase) is another recently developed and highly promising measure to mitigate the drawbacks of the poor transient performance of turbocharged diesel-engined vehicles and limit their exhaust emissions. The choice of the "best" configuration for a specific application depends on many parameters, such as cost, matching procedure, control system, and mainly type of engine and drive cycle of the vehicle.

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Section: Fundamental Aspects Of Diesel Engine Transient Operationmentioning

confidence: 85%

Review of Some Methods for Improving Transient Response in Automotive Diesel Engines through Various Turbocharging Configurations

Giakoumis

2016

Front. Mech. Eng.

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“…,Winterbone and Jai-In (1988),Gissinger et al (1990),Duffy et al (1999),Shirawaka et al (2001),Wijetunge et al (2004),Nieuwstadt et al (2000),Osborne and Morris (2002),Nieuwstadt (2003),Ammann et al (2003), Stefanopoulou (2000, 2001),Kolmanovsky et al (1999),Yokomura et al (2004),Mueller et al (2005),Kobayashi et al (2005),Darlington et al (2006),Black et al (2007), Luján et al (2007,Das and Dhinagar (2008),Plianos and Stobart (2008), andMoulin et al (2009).…”

mentioning

confidence: 94%

Diesel engine system dynamics, transient performance, and electronic controls

Xin¹

2013

Diesel Engine System Design

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“…Comparison of diesel engine emissions under steady state tran sient, and quasi-steady-state (QSS) has also been studied in order to develop off-line emission control strategies for transient operat ing conditions [20][21][22], The QSS was achieved by running steady engine operation at a speed within the trend of a transient with magnitudes of mass air flow (MAF), manifold absolute pressure (MAP), and injected fuel mass per cycle taken from the corre sponding speed during transient engine operation [21]. The results indicated that the emissions during the transient state could be accurately predicted by discrete QSS engine characterization, which can be used for off-line engine control to suppress emission spikes in engine transitions.…”

Section: Introductionmentioning

confidence: 99%

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

Hanson

Reitz

2014

Journal of Engineering for Gas Turbines and Power

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The dual fuel reactivity controlled compression ignition (RCCI) concept has been suc cessfully 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 con trol during load transitions. Steady-state operating points at 1500 revlmin were cali brated 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 revlmin. 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 o f 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 tran sition) 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 tran sient operating conditions. Combustion and emission results during load transitions are also discussed.

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Diesel engine transient control and emissions response during a European Extra-Urban Drive Cycle (EUDC)

Cited by 16 publications

References 31 publications

Review of Some Methods for Improving Transient Response in Automotive Diesel Engines through Various Turbocharging Configurations

Review of Some Methods for Improving Transient Response in Automotive Diesel Engines through Various Turbocharging Configurations

Diesel engine system dynamics, transient performance, and electronic controls

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

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