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Research Papers

Physics-Based Lumped-Parameter Modeling of Automotive Canister Fuel Purge

[+] Author and Article Information
Matthew Franchek, Karolos Grigoriadis

Mechanical Engineering Department,
University of Houston,
Houston, TX 77204

Behrouz Ebrahimi

Mechanical Engineering Department,
University of Houston,
Houston, TX 77204
e-mail: bebrahimi@uh.edu

Imad Makki

R&D Department,
Ford Motor Company,
Detroit, MI 48125

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received April 17, 2015; final manuscript received February 8, 2016; published online May 13, 2016. Assoc. Editor: Junmin Wang.

J. Dyn. Sys., Meas., Control 138(7), 071008 (May 13, 2016) (6 pages) Paper No: DS-15-1181; doi: 10.1115/1.4033486 History: Received April 17, 2015; Revised February 08, 2016

A physics-based model is presented to estimate the flow rate out of the fuel canister purged into the intake manifold. The lumped parameters of the model, including canister capacitance and flow resistance, are employed to obtain a first-order multi-input and single-output dynamic model. The vacuum pressure in the intake manifold and the fuel tank pressure serve as inputs, and the purged fuel flow rate is considered as the model output. The model does not require cumbersome computation, thereby allowing direct implementation in the fueling control to compensate for the extra fuel in regulation of the stoichiometric air–fuel ratio.

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References

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Figures

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Fig. 2

Internal flow through an orifice, showing a control volume used for the analysis

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Fig. 1

Schematic representation of the evaporative emission system canister

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Fig. 5

Bode plot of G1(s), Eq. (23)

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Fig. 3

Parameter estimation algorithm

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Fig. 4

Measured data versus the model response for FVF0=41% and engine RPM = 2000: (a) measured intake manifold pressure, (b) measured fuel tank pressure, and (c) measured canister purge flow rate versus model fuel flow rate

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Fig. 6

Bode plot of G2(s), Eq. (23)

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Fig. 7

Measured data versus the model response for FVF0=54% and engine RPM = 1500: (a) measured intake manifold pressure, (b) measured fuel tank pressure, and (c) measured canister purge flow rate versus model fuel flow rate

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