Modeling and Validation of an Open-Source Mean Value Heavy-Duty Diesel Engine Model

Ekberg, Kristoffer; Leek, Viktor; Eriksson, Lars

doi:10.11128/sne.28.tn.10451

Cited by 3 publications

(6 citation statements)

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“…However, model complexity is usually chosen in relation to its usage, for control purposes there is a trade-off between computational time and model fidelity. As an example of tailored models for usage, [29] validates and releases an open-source heavy-truck diesel engine model with the main purposes of being used in a simulation-and optimization-…”

Section: Engine Modelsmentioning

confidence: 99%

Modeling and Model-based Control of Automotive Air Paths

Holmbom

2022

Linköping Studies in Science and Technology. Dissertations

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To Elin and Hjalmar My son Hjalmar is acknowledged for all those times he pushed me into taking a nightly walk with him to clear my mind, and the times he got me to wake up, even if I just wanted to lay in bed a little longer. However, even if you are just about 1 year old at the time I write this, I want you to know that it was a joy coming home to your smile during the time of writing this thesis, it gave me much needed energy.Last but not least, I would like to thank my wife Elin, for being there by my side all the way, and I would not have made it without her love and support. I love you.

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Section: Engine Modelsmentioning

confidence: 99%

Modeling and Model-based Control of Automotive Air Paths

Holmbom

2022

Linköping Studies in Science and Technology. Dissertations

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“…A previously developed and validated mean value engine model (MVEM) [18] is used to perform the acceleration. The model is further developed by introducing the electric motors in the system.…”

Section: Engine Modelmentioning

confidence: 99%

“…More information about the full acceleration model will follow in Section 3.2.3. The reader is referred to [18] for more detailed descriptions about the engine states and model equations. The states are summarized as:…”

Section: State Descriptionsmentioning

confidence: 99%

“…The maximum torque and power restrictions for the electric motors and combustion engine, and restrictions of internal variables in the combustion engine, such as the air-fuel ratio, maximum engine torque and compressor surge, are implemented in (17). The problem initial conditions are strictly defined by the initial states (18) and initial controls (19). At the final time t f there are three criteria: the engine rotational speed should be equal to N final engine (20); the driven distance should be at least the distance covered by the solution when neither the E-turbo nor E-crank was allowed (21); and the engine states should be stationary.…”

Section: Problem Formulationmentioning

confidence: 99%

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Electrification of a Heavy-Duty CI Truck—Comparison of Electric Turbocharger and Crank Shaft Motor

2021

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A combustion engine-driven vehicle can be made more fuel efficient over some drive cycles by, for example, introducing electric machines and solutions for electrical energy storage within the vehicle’s driveline architecture. The possible benefits of different hybridization concepts depend on the architecture, i.e., the type of energy storage, and the placement and sizing of the different driveline components. This paper examines a diesel electric plug-in hybrid truck, where the powertrain includes a diesel engine supported with two electric motors, one supporting the crank shaft and one the turbocharger. Numerical optimal control was used to find energy-optimal control strategies during two different accelerations; the trade-off between using electrical energy and diesel fuel was evaluated using a simulation platform. Fixed-gear acceleration was performed to evaluate the contribution from the two electric motors in co-operation, and individual operation. A second acceleration test case from 8 to 80 km/h was performed to evaluate the resulting optimal control behavior when taking gear changes into account. A cost factor was used to relate the cost of diesel fuel to electrical energy. The selection of the cost factor relates to the allowed usage of electrical energy: a high cost factor results in a high amplification from electrical energy input to total system energy savings, whereas a low cost factor results in an increased usage of electrical energy for propulsion. The difference between fixed-gear and full acceleration is mainly the utilization of the electric crank shaft motor. For the mid-range of the cost factors examined, the crank shaft electric motor is used at the end of the fixed-gear acceleration, but the control sequence is not repeated for each gear during the full acceleration. The electric motor supporting the turbocharger is used for higher cost factors than the crank shaft motor, and the amplification from electrical energy input to total energy savings is also the highest.

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“…This first part describes the development of the model, which include determining the needed properties and settling on the equations. The second part consists of parametrization and validation and is found in (Ekberg et al, 2018).…”

Section: Introductionmentioning

confidence: 99%