Research Papers

Torque and Center of Combustion Evaluation Through a Torsional Model of the Powertrain

[+] Author and Article Information
Fabrizio Ponti

Department of Industrial Engineering,
University of Bologna,
Via Seganti 103,
Forli’ 47121, Italy
e-mail: fabrizio.ponti@unibo.it

Vittorio Ravaglioli

Department of Industrial Engineering,
University of Bologna,
Via Seganti 103,
Forli’ 47121, Italy
e-mail: vittorio.ravaglioli2@unibo.it

Matteo De Cesare

Magneti Marelli Powertrain S.p.a.,
via del Timavo 33,
Bologna 40131, Italy
e-mail: matteo.decesare@magnetimarelli.com

Federico Stola

Magneti Marelli Powertrain S.p.a.,
via del Timavo 33,
Bologna 40131, Italy
e-mail: federico.stola@magnetimarelli.com

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received March 20, 2014; final manuscript received November 16, 2014; published online January 27, 2015. Assoc. Editor: Gregory Shaver.

J. Dyn. Sys., Meas., Control 137(6), 061005 (Jun 01, 2015) (9 pages) Paper No: DS-14-1129; doi: 10.1115/1.4029195 History: Received March 20, 2014; Revised November 16, 2014; Online January 27, 2015

The continuous development of modern internal combustion engine (ICE) management systems is mainly aimed at combustion control improvement. Nowadays, performing an efficient combustion control is crucial for drivability improvement, efficiency increase (critical for spark ignited engines), and pollutant emissions reduction (critical in compression ignited engines). The most important quantities used for combustion control are engine load (indicated mean effective pressure (IMEP) or torque delivered by the engine) and center of combustion, i.e., the angular position in which 50% of fuel burned within the engine cycle is reached. Both quantities can be directly evaluated starting from in-cylinder pressure measurement, which could be performed using the newly developed piezoresistive pressure sensors for on-board applications. However, the use of additional sensors would increase the cost of the whole engine management system. Due to these reasons, over the past years, a methodology that allows evaluating both engine load and the center of combustion with no extra cost has been developed. This approach is based on engine speed fluctuation measurement, which can be performed using the same speed sensor already mounted on-board. The methodology is general and can be applied to different engine–driveline systems with different architectures and combustion orders. Furthermore, it is compatible with on-board requirements, since the evaluation of only one specific harmonic component of interest is required (depending on the engine–driveline configuration under investigation). In order to clarify all the issues related to the application of the presented approach, it has been applied to some different engines, both compression ignited and spark ignited, taking also into account the case of combustion not evenly spaced. For all the analyzed configurations, the results obtained using the estimation algorithm seemed to be adequate to feedback a closed-loop methodology for optimal combustion control.

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Fig. 1

Scheme of the analysis performed for each powertrain configuration taken into account in this work

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Fig. 2

Lumped model with N inertias that schematizes a generic engine–driveline system

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Fig. 5

Engine speed differences between partial and full loads and cutoff conditions at 2650 rpm

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Fig. 4

Engine speed waveform at different loads and 2650 rpm

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Fig. 3

Engine speed waveform over an engine cycle at 2650 rpm and 5 bar IMEP

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Fig. 7

Torque waveforms at 2650 rpm and 20 bar IMEP

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Fig. 6

In-cylinder pressure waveforms at 2650 rpm and 20 bar IMEP

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Fig. 9

Order 2 transfer function, amplitude, and phase, evaluated for a L4 Diesel engine mounted on-board a vehicle (evenly spaced combustions)

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Fig. 10

Order 0.5, order 1, and order 1.5 transfer function (amplitude and phase) evaluated for the two cylinder SI engine with combustions not evenly spaced

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Fig. 8

Scheme of the complete IMEP and MFB50 estimation methodology



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