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Adaptation Strategy for Exhaust Gas Recirculation and Common Rail Pressure to Improve Transient Torque Response in Diesel Engines

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Abstract

Fuel injection limitation algorithms are widely used to reduce particulate matter (PM) emissions under transient states in diesel engines. However, the limited injection quantity leads to a decrease in the engine torque response under transient states. To overcome this issue, this study proposes an adaptation strategy for exhaust gas recirculation (EGR) and common rail pressure combined with a fuel injection limitation algorithm. The proposed control algorithm consists of three parts: fuel injection limitation, EGR adaptation, and rail pressure adaptation. The fuel injection quantity is limited by adjusting the exhaust burned gas rate, which is predicted based on various intake air states like air mass flow and EGR mass flow. The control algorithm for EGR and rail pressure was designed to manipulate the set-points of the EGR and rail pressure when the fuel injection limitation is activated. The EGR controller decreases the EGR gas flow rate to rapidly supply fresh air under transient states. The rail pressure controller increases the rail pressure set-point to generate a well-mixed air-fuel mixture, resulting in an enhancement in engine torque under transient states. The proposed adaptation strategy was validated through engine experiments. These experiments showed that PM emissions were reduced by up to 11.2 %, and the engine torque was enhanced by 5.4 % under transient states compared to the injection limitation strategy without adaptation.

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Abbreviations

K BGR :

adaptation gain of the burned gas rate

K rail :

adaptation gain of rail pressure

K trs :

adaptation gain of the proposed control strategy

m air,exh :

mass of air in the exhaust manifold, kg

m bg,exh :

mass of burned gas in the exhaust manifold, kg

N e :

engine speed, rpm

P int :

intake manifold pressure, kPa

P r :

common rail pressure, kPa

P r,adapt :

adapted rail pressure set-point, kPa

P r,des :

desired rail pressure set-point, kPa

W air :

air mass flow, mg/str

W cyl :

cylinder charge, kg/s

W f :

injected fuel quantity, mg/str

W f,lim :

limited fuel injection quantity, mg/str

W f,raw :

injected fuel quantity before limitation, mg/str

x comb :

exhaust burned gas rate after combustion

x comb,max :

threshold value of exhaust burned gas rate

x im :

burned gas rate in the intake manifold

x im,adapt :

adapted burned gas rate set-point

x im,des :

desired burned gas rate set-point

λ :

normalized air-to-fuel ratio

λ min :

minimum allowable air-to-fuel ratio

σ 0 :

stoichiometric air-to-fuel ratio

σ 1 :

scaling factor 1 of the proposed control strategy

σ 2 :

scaling factor 2 of the proposed control strategy

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Authors and Affiliations

  1. Turbo Engine Research Lab, Automotive R&D Division, Hyundai Motor Group, 150 Hyundaiyeonguso-ro, Namyang-eup, Hwaseong-si, Gyeonggi, 18280, Korea

    Seungwoo Hong

  2. Department of Automotive Engineering, Graduate School, Hanyang University, Seoul, 04763, Korea

    Donghyuk Jung

  3. Department of Automotive Engineering, Hanyang University, Seoul, 04763, Korea

    Myoungho Sunwoo

Authors
  1. Seungwoo Hong
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  2. Donghyuk Jung
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  3. Myoungho Sunwoo
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Correspondence to Myoungho Sunwoo.

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Hong, S., Jung, D. & Sunwoo, M. Adaptation Strategy for Exhaust Gas Recirculation and Common Rail Pressure to Improve Transient Torque Response in Diesel Engines. Int.J Automot. Technol. 19, 585–595 (2018). https://doi.org/10.1007/s12239-018-0055-7

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  • DOI: https://doi.org/10.1007/s12239-018-0055-7

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