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Research Papers

Model-Based Control for Mode Transition Between Spark Ignition and HCCI Combustion

[+] Author and Article Information
Shupeng Zhang

Department of Mechanical Engineering,
Michigan State University (MSU),
East Lansing, MI 48824
e-mail: zhangs30@msu.edu

Ruitao Song

Department of Mechanical Engineering,
Michigan State University (MSU),
East Lansing, MI 48824
e-mail: songrui1@msu.edu

Guoming G. Zhu

Department of Mechanical Engineering;
Department of Electrical and Computer
Engineering,
Michigan State University (MSU),
East Lansing, MI 48824
e-mail: zhug@egr.msu.edu

Harold Schock

Department of Mechanical Engineering,
Michigan State University (MSU),
East Lansing, MI 48824
e-mail: schock@egr.msu.edu

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received November 4, 2015; final manuscript received October 19, 2016; published online February 6, 2017. Assoc. Editor: Douglas Bristow.

J. Dyn. Sys., Meas., Control 139(4), 041004 (Feb 06, 2017) (10 pages) Paper No: DS-15-1550; doi: 10.1115/1.4035093 History: Received November 04, 2015; Revised October 19, 2016

While the homogeneous charge compression ignition (HCCI) combustion has its advantages of high thermal efficiency with low emissions, its operational range is limited in both engine speed and load. To utilize the advantage of the HCCI combustion, an HCCI capable spark ignition (SI) engine is required. One of the key challenges of developing such an engine is to achieve smooth mode transition between SI and HCCI combustion, where the in-cylinder thermal and charge mixture properties are quite different due to the distinct combustion characteristics. In this paper, a control strategy for smooth mode transition between SI and HCCI combustion is developed and experimentally validated for an HCCI capable SI engine equipped with electrical variable valve timing (EVVT) systems, dual-lift valves, and electronic throttle control (ETC) system. During the mode transition, the intake manifold air pressure is controlled by tracking the desired throttle position updated cycle-by-cycle; and an iterative learning fuel mass controller, combined with sensitivity-based compensation, is used to manage the engine torque in terms of net mean effective pressure (NMEP) at the desired level for smooth mode transition. Note that the NMEP is directly correlated to the engine output torque. Experiment results show that the developed controller is able to achieve smooth combustion mode transition, where the NMEP fluctuation is kept below 3.8% during the mode transition.

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References

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Figures

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Fig. 3

Mode transition control diagram

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Fig. 1

Open-loop control parameters

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Fig. 2

Engine performance for the SI to HCCI combustion mode transition

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Fig. 5

Manifold pressure tracking during the mode transition from SI to HCCI at 2000 rpm with 4.5 bar NMEP

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Fig. 7

Iterative learning with sensitivity compensation, during the mode transition from SI to HCCI at 2000 rpm with 4.5 bar NMEP

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Fig. 12

Mode transition from SI to HCCI at 1500 rpm with 5.0 bar NMEP with the same legend as Fig. 7

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Fig. 8

Iterative learning of injected fuel mass during the mode transition from SI to HCCI at 2000 rpm with 4.5 bar NMEP

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Fig. 9

Fuel mass learning in the sixth cycle corresponding to Fig. 8

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Fig. 10

Normalized air-to-fuel ratio during the iterative learning associated with Fig. 8

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Fig. 11

Mode transition comparison of with and without sensitivity-based compensation

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Fig. 6

Iterative learning w/o sensitivity compensation, during the mode transition from SI to HCCI at 2000 rpm with 4.5 bar NMEP

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Fig. 14

Mode transition from HCCI to SI at 1500 rpm, 5.0 bar with the same legend as Fig. 7

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Fig. 13

Mode transition from HCCI to SI at 2000 rpm, 4.5 bar with the same legend as Fig. 7

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Fig. 15

Successful mode transition from SI to HCCI at 2000 rpm, 4.5 bar

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Fig. 16

MFB curves during mode transition from SI to HCCI at 2000 rpm with 4.5 bar NMEP

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Fig. 17

Burning duration (CA10–CA 90) during mode transition from SI to HCCI at 2000 rpm with 4.5 bar NMEP

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