Measurement of the effects of the exhaust gas recirculation delay on the nitrogen oxide emissions within a turbocharged passenger car diesel engine

Peckham, Mark; Campbell, Bruce; Finch, Alex

doi:10.1177/0954407011406977

Cited by 11 publications

(3 citation statements)

References 18 publications

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“…Before performing different transient operation, a strategy of implementing EGR at full load has to be tested in steady state. According to the original calibration, whenever the engine is hot and comes across any transient operation or goes outside EGR zone, the ECU closes the EGR valves and cuts the EGR going to the combustion chamber (Peckham, Campbell, & Finch, 2011;Reig Bernad, 2017). Hence, normally there is no exhaust gas recirculation at full load.…”

Section: Full Load Steady State With Egrmentioning

confidence: 99%

EGR Transient Operations in Highly Dynamic Driving Cycles

Galindo

Climent

Plá

et al. 2020

Int.J Automot. Technol.

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Section: Full Load Steady State With Egrmentioning

confidence: 99%

EGR Transient Operations in Highly Dynamic Driving Cycles

Galindo

Climent

Plá

et al. 2020

Int.J Automot. Technol.

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“…Note that to observe individual cycle events, a fast NO analyzer probe was mounted near the exhaust valve, while the model input AF was from an engine mounted sensor located beyond the turbocharger. It is possible that the delay when the NO changes rapidly or the absolute level difference between the estimated and measured results from the fast NO analyzer could have been caused by exhaust gas mixing in the cylinders beyond the turbocharger [45] or due to AF sensor delay compared to the fast-response analyzer. Figure 8c shows that the normalized NO mass from 1595 s to 1695 s had greater model predictability during significant NO transient conditions.…”

Section: Model Application In Transient Operation Conditions Over a Wltcmentioning

confidence: 99%

Development of a Real-Time Virtual Nitric Oxide Sensor for Light-Duty Diesel Engines

Lee

Kim

et al. 2017

Energies

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This study describes the development of a semi-physical, real-time nitric oxide (NO) prediction model that is capable of cycle-by-cycle prediction in a light-duty diesel engine. The model utilizes the measured in-cylinder pressure and information obtained from the engine control unit (ECU). From the inputs, the model takes into account the pilot injection burning and mixing, which affects the in-cylinder mixture formation. The representative in-cylinder temperature for NO formation was determined from the mixture composition calculation. The selected temperature and mixture composition was substituted using a simplified form of the NO formation rate equation for the cycle-by-cycle estimation. The reactive area and the duration of NO formation were assumed to be limited by the fuel quantity. The model predictability was verified not only using various steady-state conditions, including the variation of the EGR rate, the boost pressure, the rail pressure, and the injection timing, but also using transient conditions, which represent the worldwide harmonized light vehicles test procedure (WLTC). The WLTC NO prediction results produced less than 3% error with the measured value. In addition, the proposed model maintained its reliability in terms of hardware aging, the changing and artificial perturbations during steady-state and transient engine operations. The model has been shown to require low computational effort because of the cycle-by-cycle, engine-out NO emission prediction and control were performed simultaneously in an embedded system for the automotive application. We expect that the developed NO prediction model can be helpful in emission calibration during the engine design stage or in the real-time controlling of the exhaust NO emission for improving fuel consumption while satisfying NO emission legislation.

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“…6 Typically, poor transient control in conventional diesel operation is due to the markedly different response timescales of the engine's air (turbocharger and EGR) and fuelling systems. [6][7][8] Adding the complexity of switching between combustion modes that operate with substantially different injection timings, intake pressures and most notably EGR rates represents an even greater technical challenge.…”

Section: Introductionmentioning

confidence: 99%

Load transient between conventional diesel operation and low-temperature combustion

Sarangi

Garner

McTaggart-Cowan

et al. 2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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The operation of diesel low-temperature combustion engines is currently limited to low-load and medium-load conditions. Mode transitions between diesel low-temperature combustion and conventional diesel operation and between conventional diesel operation and diesel low-temperature combustion are therefore necessary to meet typical legislated driving-cycle load requirements, e.g. those of the New European Driving Cycle. Owing to the markedly different response timescales of the engine's turbocharger, exhaust gas recirculation and fuelling systems, these combustion mode transitions are typically characterised by increased pollutant emissions. In the present paper, the transition from conventional diesel operation to diesel low-temperature combustion in a decreasing-load transient is considered. The results of an experimental study on a 0.51 l single-cylinder high-speed diesel engine are reported in a series of steady-state 'pseudo-transient' operating conditions, each pseudo-transient test point being representative of an individual cycle condition from within a mode transition as predicted by the combination of real-world transient test data (for fuelling and load) and one-dimensional transient simulations (for intake manifold pressure and exhaust gas recirculation rate). These test conditions are then established on the engine using independently controllable exhaust gas recirculation and boost systems. The results show for the first time that the intermediate cycle conditions encountered during combustion mode change driven by the load transient pose a significant operating challenge, particularly with respect to control of carbon monoxide, total hydrocarbon and smoke emissions. A split-fuel-injection strategy is found to be effective in mitigating the negative effects of the mode change on smoke emissions without significantly increasing oxides of nitrogen or decreasing fuel economy; however, unburned hydrocarbon emissions are increased. Additional experimental testing was also conducted at selected intermediate cycles to understand the sensitivity of key fuel injection parameters with the split-injection strategy on engine performance and emissions.

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Measurement of the effects of the exhaust gas recirculation delay on the nitrogen oxide emissions within a turbocharged passenger car diesel engine

Cited by 11 publications

References 18 publications

EGR Transient Operations in Highly Dynamic Driving Cycles

EGR Transient Operations in Highly Dynamic Driving Cycles

Development of a Real-Time Virtual Nitric Oxide Sensor for Light-Duty Diesel Engines

Load transient between conventional diesel operation and low-temperature combustion

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