Integrated Emission Management for Cost Optimal EGR-SCR Balancing in Diesels

Willems, Frank; Mentink, Paul; Kupper, Frank; Eijnden, Edwin van den

doi:10.3182/20130904-4-jp-2042.00089

Cited by 12 publications

(6 citation statements)

References 7 publications

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“…It is assumed that the air management and the fuel control perfectly track their setpoints given by the IEM strategy. The experimental results of [Willems et al, 2013] suggest that this is a valid assumption.…”

Section: Engine and Aftertreatment Modelsmentioning

confidence: 86%

“…Note that the methods presented below can just as well be applied to the third-order model, albeit at the cost of a higher computational complexity. To obtain the second-order model, we describe the temperatures for the DOC and SCR in [Willems et al, 2013] by one single temperature T EAS [K] that represents both catalytic converters. To achieve this, the heat capacity of the entire system is taken as the sum of the heat capacities of the individual components, resulting iṅ…”

Section: Engine and Aftertreatment Modelsmentioning

confidence: 99%

“…Instead, we only use PMP to obtain a real-time implementable solution. This real-time suboptimal solution, denoted by RT-PMP, is based on the observation in [Willems et al, 2013] that λ 1 has little influence on the minimal cost over a drive cycle. It is obtained by solving (20a), with λ 1 [k] = 0 and λ 2 [k] = λ 2 for some λ 2 ∈ R and for all k ∈ {0, 1, .…”

Section: Real-time Implementable Strategymentioning

confidence: 99%

“…, N }. This allows the IEM problem to be solved using a simple shooting method to search for λ 2 , or by simply taking a fixed value that is tuned over a representative cycle, as was done in [Willems et al, 2013].…”

Section: Real-time Implementable Strategymentioning

confidence: 99%

See 3 more Smart Citations

Dynamic Programming for Integrated Emission Management in Diesel Engines

Schijndel

Donkers

Willems

et al. 2014

IFAC Proceedings Volumes

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Section: Engine and Aftertreatment Modelsmentioning

confidence: 86%

Section: Engine and Aftertreatment Modelsmentioning

confidence: 99%

Section: Real-time Implementable Strategymentioning

confidence: 99%

Section: Real-time Implementable Strategymentioning

confidence: 99%

See 2 more Smart Citations

Dynamic Programming for Integrated Emission Management in Diesel Engines

Schijndel

Donkers

Willems

et al. 2014

IFAC Proceedings Volumes

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“…Thermal energy estimation required for catalyst heating in each of the driveline states may not significantly impact the optimization control variables. Hence a more pragmatic approach [31][32][33] is used in this work.…”

Section: Equivalent Consumption Minimization Strategy (Ecms)mentioning

confidence: 99%

Impact of cost-optimized dedicated hybrid transmission (DHT) constraints on powertrain optimal control

Rajan

Richert

2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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In the transition from internal combustion engines (ICE) based vehicles to pure battery electric vehicles (BEVs), the powertrain is becoming increasingly electrified (xEV). Based on their capability to recuperate brake energy in the legislative test cycles, intermediate xEV vehicles are classified as mild and strong electrified vehicles. Growing xEV sales currently pave the way for the application of cost-optimized dedicated components. The B segment vehicle analyzed in this work is currently equipped with a conventional coaxial transmission, which can offer multiple power sources (combustion engine, electric machine, or hybrid) in a single shift with an additional clutch. A cost-optimized dedicated hybrid transmission (DHT) is designed by eliminating the launch clutch, synchronizers, and redundant energy travel paths to replace the coaxial transmission. The DHT requires one shift for each energy path to connect the power source to the wheels. The flexible coaxial transmission requires only a low specific number of gear shifts to drive a typical test cycle. However, the DHT has constrained energy paths, leading to a high specific number of gear shifts to drive identical test cycles when applied with the standard Adaptive Equivalent Consumption Minimization Strategy (A-ECMS) optimal control. A one dimensional closed-loop simulation model for the passenger car longitudinal dynamics is used in this analysis. The vehicle velocity and evaluation criteria for the simulation are based on the Worldwide harmonized Light vehicles Test Procedure (WLTP). The loss maps from steady-state test bench measurements for the internal combustion engine (ICE), the electric motor (EM), and the transmission unit are used as inputs in building the simulation model. A drivability penalty approach is introduced in the standard A-ECMS optimal control to reduce the number of gear shifts. The work analyzes the gear shift behavior and the absolute CO2 emission between the cost-optimized DHT and the existing coaxial transmission for the considered vehicle application. Detailed power flow using a Sankey diagram from different onboard vehicle sources for the cost-optimized DHT solution is included in the results section. The developed model is validated with a prototype vehicle environment on the Urban Dynamometer Driving Schedule (UDDS).

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