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Research Papers

A Control-Oriented Model for Dynamics From Fuel Injection Profile to Intake Gas Conditions in Diesel Engines

[+] Author and Article Information
Fengjun Yan

Department of Mechanical Engineering,
McMaster University,
Hamilton, ON L8S 4L7, Canada
e-mail: yanfeng@mcmaster.ca

Junmin Wang

Department of Mechanical and Aerospace
Engineering,
The Ohio State University,
Columbus, OH 43210
e-mail: wang.1381@osu.edu

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the Journal of Dynamic Systems, Measurement, and Control. Manuscript received April 5, 2011; final manuscript received May 2, 2013; published online July 3, 2013. Assoc. Editor: Eric J. Barth.

J. Dyn. Sys., Meas., Control 135(5), 051015 (Jul 03, 2013) (10 pages) Paper No: DS-11-1102; doi: 10.1115/1.4024391 History: Received April 05, 2011; Revised May 02, 2013

Fuel injection profile variations play a critical role in advanced combustion mode control for diesel engines and also possess control authorities on engine in-cylinder conditions (ICCs). In order to systematically utilize the active fueling control, in conjunction with air-path control, for transient operations of advanced multimode combustion diesel engines, this paper presents a physics-based, control-oriented model that describes the inherent dynamics from fuel injection profile variations to the intake gas conditions. To show the effectiveness of the developed control-oriented model, comparisons were made with the simulation results from a high-fidelity GT-Power computational engine model as well as the experimental data acquired on a medium-duty diesel engine during transient operations.

Copyright © 2013 by ASME
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References

Figures

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Fig. 1

A diesel engine schematic diagram

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Fig. 2

Some fuel injection profile variation cases

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Fig. 3

Comparison of intake pressures in case A-1

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Fig. 4

Comparison of intake temperatures in case A-1

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Fig. 5

Comparison of intake oxygen fractions in case A-1

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Fig. 6

Comparison of intake pressures in case A-2

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Fig. 7

Comparison of intake temperatures in case A-2

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Fig. 8

Comparison of intake oxygen fractions in case A-2

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Fig. 9

A medium-duty diesel engine test bench

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Fig. 10

Fuel injection timing and mass variations in case B-1

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Fig. 11

Comparison of intake manifold pressure in case B-1

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Fig. 12

Comparison of intake manifold temperature in case B-1

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Fig. 13

Comparison of intake manifold oxygen fraction in case B-1

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Fig. 14

Comparison of exhaust manifold pressure in case B-1

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Fig. 15

Comparison of exhaust manifold temperature in case B-1

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Fig. 16

Comparison of exhaust manifold oxygen fraction in case B-1

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Fig. 17

Masses of pilot and main fuel injections (total fuel mass is constant)

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Fig. 18

Comparison of intake manifold pressures in case B-2

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Fig. 19

Comparison of intake manifold temperatures case B-2

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Fig. 20

Comparison of intake manifold oxygen fraction case B-2

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Fig. 21

Comparison of exhaust manifold pressures case B-2

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Fig. 22

Comparison of exhaust manifold temperature case B-2

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Fig. 23

Comparison of exhaust manifold oxygen Fraction case B-2

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