0
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.

Copyright © 2017 by ASME
Your Session has timed out. Please sign back in to continue.

References

Figures

Grahic Jump Location
Fig. 1

Open-loop control parameters

Grahic Jump Location
Fig. 2

Engine performance for the SI to HCCI combustion mode transition

Grahic Jump Location
Fig. 3

Mode transition control diagram

Grahic Jump Location
Fig. 5

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

Grahic Jump Location
Fig. 6

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

Grahic Jump Location
Fig. 7

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

Grahic Jump Location
Fig. 8

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

Grahic Jump Location
Fig. 9

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

Grahic Jump Location
Fig. 10

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

Grahic Jump Location
Fig. 11

Mode transition comparison of with and without sensitivity-based compensation

Grahic Jump Location
Fig. 12

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

Grahic Jump Location
Fig. 13

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

Grahic Jump Location
Fig. 14

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

Grahic Jump Location
Fig. 15

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

Grahic Jump Location
Fig. 16

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

Grahic Jump Location
Fig. 17

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

Tables

Errata

Discussions

Some tools below are only available to our subscribers or users with an online account.

Related Content

Customize your page view by dragging and repositioning the boxes below.

Related Journal Articles
Related eBook Content
Topic Collections

Sorry! You do not have access to this content. For assistance or to subscribe, please contact us:

  • TELEPHONE: 1-800-843-2763 (Toll-free in the USA)
  • EMAIL: asmedigitalcollection@asme.org
Sign In