International Journal of Automotive Technology

, Volume 20, Issue 4, pp 779–787 | Cite as

Diesel Engine Model with Multi-Model Correction of Intake Manifold Pressure

  • Hanyeol Ryu
  • Kyunghan Min
  • Myoungho SunwooEmail author


A simulation model of a diesel engine is widely applied to evaluate the engine controller before a vehicle test because controller error can be observed by the engine model. For diesel engine modeling, an adiabatic model is commonly used to express intake manifold pressure because it is a powerful method to depict pressure dynamics. However, the adiabatic model is vulnerable to steady state error, as it neglects the heat exchange. In order to solve this issue, we propose a multi-model correction algorithm for the diesel engine model. The proposed diesel engine model consists of two submodels to calculate the exact intake manifold pressure. The first model is adiabatic, which is used for describing the pressure dynamics. The additional parameter that indicates the heat exchange of the intake manifold is added to compensate steady state error of the model. The second model is the pressure ratio model between intake and exhaust manifolds, used to adjust the additional parameter to reduce the steady state error. The proposed model is validated using 216 steady state conditions with a root mean square error of 3.17 %. The transient performance of the model is also demonstrated by a comparison with the engine experimental results.

Key words

Diesel engine Engine model Intake manifold pressure Model correction Engine controller 



effective area, m2


specific heat at constant pressure, kJ/kg K




inertia, kgm2


specific heat ratio


rotational speed, rpm


pressure, kPa


power, J


pressure ratio


lower heating value, kJ/kg


universal gas constant, kJ/kg K


temperature, K


position, %


fuel injection quantity, mg/str


volume, m3


mass flow rate, kg/s


rotational speed, rad/s









corrected value






exhaust gas recirculation


exhaust manifold


intake manifold






variable geometry turbocharger


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This work was financially supported by the BK21 plus program (22A20130000045) under the Ministry of Education, Republic of Korea, the Industrial Strategy Technology Development Program of Ministry of Trade, Industry and Energy (No. 10039673), the Industrial Strategy Technology Development Program of Ministry of Trade, Industry and Energy (No. 10042633), This work was supported by the Energy Resource R&D program (2006ETR11P091C) under the Ministry of Knowledge Economy, Republic of Korea, and the Industrial Strategic Technology Development Program (10060068, “Development of Next Generation E/E Architecture and Body Domain Unit for Automotive Body Domain) funded by the Ministry of Trade, Industry & Energy (MOTIE, Korea).


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Copyright information

© KSAE 2019

Authors and Affiliations

  1. 1.Department of Automotive EngineeringHanyang UniversitySeoulKorea

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