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International Journal of Automotive Technology

, Volume 19, Issue 4, pp 585–595 | Cite as

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

  • Seungwoo Hong
  • Donghyuk Jung
  • Myoungho Sunwoo
Article

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.

Key Words

Diesel engine Transient emissions Fuel injection limitation Common rail pressure control Exhaust gas recirculation 

Nomenclature

KBGR

adaptation gain of the burned gas rate

Krail

adaptation gain of rail pressure

Ktrs

adaptation gain of the proposed control strategy

mair,exh

mass of air in the exhaust manifold, kg

mbg,exh

mass of burned gas in the exhaust manifold, kg

Ne

engine speed, rpm

Pint

intake manifold pressure, kPa

Pr

common rail pressure, kPa

Pr,adapt

adapted rail pressure set-point, kPa

Pr,des

desired rail pressure set-point, kPa

Wair

air mass flow, mg/str

Wcyl

cylinder charge, kg/s

Wf

injected fuel quantity, mg/str

Wf,lim

limited fuel injection quantity, mg/str

Wf,raw

injected fuel quantity before limitation, mg/str

xcomb

exhaust burned gas rate after combustion

xcomb,max

threshold value of exhaust burned gas rate

xim

burned gas rate in the intake manifold

xim,adapt

adapted burned gas rate set-point

xim,des

desired burned gas rate set-point

λ

normalized air-to-fuel ratio

λmin

minimum allowable air-to-fuel ratio

σ0

stoichiometric air-to-fuel ratio

σ1

scaling factor 1 of the proposed control strategy

σ2

scaling factor 2 of the proposed control strategy

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Copyright information

© The Korean Society of Automotive Engineers and Springer-Verlag GmbH Germany, part of Springer Nature 2018

Authors and Affiliations

  1. 1.Turbo Engine Research Lab, Automotive R&D DivisionHyundai Motor GroupGyeonggiKorea
  2. 2.Department of Automotive Engineering, Graduate SchoolHanyang UniversitySeoulKorea
  3. 3.Department of Automotive EngineeringHanyang UniversitySeoulKorea

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