A Mean-Value Model for Control of Homogeneous Charge Compression Ignition (HCCI) Engines

[+] Author and Article Information
D. J. Rausen

 The University of Michigan, Ann Arbor, Michigan 48109, USA

A. G. Stefanopoulou1

 The University of Michigan, Ann Arbor, Michigan 48109, USAannastef@umich.edu

J.-M. Kang, J. A. Eng, T.-W. Kuo

 General Motors Corporation, Warren, Michigan 48090, USA


Corresponding author. E-mail: annastef@umich.edu, Phone:+1(734)615-8461

J. Dyn. Sys., Meas., Control 127(3), 355-362 (Aug 23, 2004) (8 pages) doi:10.1115/1.1985439 History: Received October 26, 2003; Revised August 23, 2004

A Mean Value Model (MVM) for a Homogeneous Charge Compression Ignition (HCCI) engine is presented. Using a phenomenological zero-dimensional approach with five continuous and three discrete states we first model the effects of the Exhaust Gas Recirculation (EGR) valve, the exhaust Rebreathing Lift (RBL), and the fueling rate on the state of charge in the cylinder at intake valve closing. An Arrhenius integral is then used to model the start of combustion, θsoc. A series of simple algebraic relations that captures the combustion duration and heat release is finally used to model the state of charge after the HCCI combustion and the Location of Peak Pressure (LPP). The model is parametrized and validated using steady-state test data from an experimental gasoline engine at the General Motors Corporation. The simple model captures the temperature, pressure, air-to-fuel ratio, and inert gas fraction of the exhausted mass flow. This characterization is important for the overall HCCI dynamics because the thermodynamic state (pressure, temperature) and concentration (oxygen and inert gas) of the exhausted mass flow affect the next combustion event. The high dilution level in HCCI engines increases the significance of this internal feedback that generally exists to a smaller extent in conventional spark-ignition and compression-ignition internal combustion engines.

Copyright © 2005 by American Society of Mechanical Engineers
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Figure 1

Exhaust, intake, and rebreathing valve profiles

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Figure 2

Definition of input-output HCCI engine signals

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Figure 3

Schematic diagram and notation for the mean value model

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Figure 4

The integrated mean value model, consisting of Manifold Filling Dynamics (MFD) and HCCI combustion model

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Figure 5

Cylinder flow and other crank angle-resolved variables

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Figure 6

Validation of predicted mean cylinder flows

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Figure 7

Actual (solid) and estimated (dotted) pressure and temperature traces in cylinder, from before IVC to after EVO. Calculated model values are indicated with circles

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Figure 8

Plots showing the prediction accuracy for θsoc in crank-angle degrees after the top dead center and Tsoc in K.

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Figure 9

Plot showing the impact of the parametrized values for k, Ec, and e on the burn duration for the fuel sweep data. To evaluate the prediction of the combustion model in Eqs. 18,19,20, we assume a perfect prediction of the SOC timing.

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Figure 10

A comparison of integrated combustion model predictions of θsoc and resulting predictions of θCA50 with test data for fuel sweep

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Figure 11

Exhaust runner blowdown temperature prediction based on all five phases of the model from conditions at intake valve closing

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Figure 12

Actual and simulated flows for the integrated combustion model using ambient pressure of 101KPa connected to both intake and exhaust manifolds

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Figure 13

Actual and simulated conditions at IVC, Tivc and pivc and exhaust runner temperature, Ter.

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Figure 14

Actual and simulated performance parameters and related measurements.




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