A phenomenological modelling framework for particle emission simulation in a direct-injection gasoline engine

Frommater, Stefan; Neumann, Jens; Hasse, Christian

doi:10.1177/1468087419895161

Cited by 10 publications

(6 citation statements)

References 43 publications

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“…NOx emission [26,28,30,137] Exhaust aftertreatment system [145] Combustion mode transition [53] Airpath of turbocharged engines [32,34,52,141,144] Non-Convex Cyclic Variability [54,152] Soot and uHC emissions [153,154] Knock and MPRR [155][156][157] Engine dynamics have different time scales as shown in Figure 8. The response time of the controlled dynamics is a critical factor in design of the appropriate MPC framework.…”

Section: Convex or Convexifiablementioning

confidence: 99%

Model Predictive Control of Internal Combustion Engines: A Review and Future Directions

et al. 2021

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An internal combustion engine (ICE) is a highly nonlinear dynamic and complex engineering system whose operation is constrained by operational limits, including emissions, noise, peak in-cylinder pressure, combustion stability, and actuator constraints. To optimize today’s ICEs, seven to ten control actuators and 10–20 feedback sensors are often used, depending on the engine applications and target emission regulations. This requires extensive engine experimentation to calibrate the engine control module (ECM), which is both cumbersome and costly. Despite these efforts, optimal operation, particularly during engine transients and to meet real driving emission (RDE) targets for broad engine speed and load conditions, has still not been obtained. Methods of model predictive control (MPC) have shown promising results for real-time multi-objective optimal control of constrained multi-variable nonlinear systems, including ICEs. This paper reviews the application of MPC for ICEs and analyzes the recent developments in MPC that can be utilized in ECMs. ICE control and calibration can be enhanced by taking advantage of the recent developments in the field of Artificial Intelligence (AI) in applying Machine Learning (ML) to large-scale engine data. Recent developments in the field of ML-MPC are investigated, and promising methods for ICE control applications are identified in this paper.

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Section: Convex or Convexifiablementioning

confidence: 99%

Model Predictive Control of Internal Combustion Engines: A Review and Future Directions

et al. 2021

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“…Gasoline Direct Injection (GDI) engines have been a preferred selection by the automotive industry in recent years due to the advantages of improved fuel economy, transient response and power performance. [1][2][3][4][5][6][7][8] However, particles emitted by GDI engines not equipped with Gasoline Particulate Filter (GPF) are recognised higher than that of Port Fuel Injection (PFI) engines and some diesel engines with the Diesel Particulate Filter (DPF). [9][10][11][12][13][14] Nowadays, particle emissions from vehicles powered by GDI engines negatively affecting air quality and human health have attracted more attention from researchers.…”

Section: Introductionmentioning

confidence: 99%

Optimising microscopic spray characteristics and particle emissions in a dual-injection spark ignition (SI) engine by changing GDI injection pressure

Pei

et al. 2022

International Journal of Engine Research

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Regarding reducing particle emissions from dual-injection spark ignition engines, most of the existing research focused on the benefits of using alcohol fuels. However, a comprehensive study of the effects of fuel injection pressure on microscopic spray characteristics and particle emissions in dual-injection spark ignition engines fuelled with gasoline has not been reported before. In this paper, with the assistance of phase Doppler particles analyser system and fast particle analyser, a study of optimising microscopic spray characteristics and particle emissions in a dual-injection spark ignition engine fuelled with gasoline by changing GDI injection pressure was conducted. The results show that by increasing injection pressure from 5.5 to 18 MPa, both normal and tangential components of droplet velocity increase, but the possibility of spray impingement would not increase a lot. Higher injection pressure would increase the probability of small droplets, and more droplets would collapse with a mode of continuous ripping or break down abruptly. From jet’s central axis to sides, Sauter mean diameter increases first, then reduces outside the spray boundary. Increasing injection pressure from 5.5 to 18 MPa reduces total particle number concentration, which is 53.98% and 45.44% at 2 bar and 10 bar, respectively. Meanwhile, the peak of particle number distribution curve decreases from 3.01 × 106 to 1.43 × 106 at 2 bar, whilst reducing from 1.08 × 106 to 5.33 × 105 at 10 bar. Overall, this paper comprehensively analyses the effects of fuel injection pressure on microscopic spray characteristics and particle emissions, whilst offering a practical approach to reduce particle emissions in dual-injection SI engines fuelled with gasoline.

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“…Nowadays, Gasoline Direct Injection (GDI) technology has been widely adopted as a common engine configuration and a hot spot on the academia and industry. [30][31][32][33][34][35] In 2005, an advanced technology named dual-injection, which schematic is shown in Figure 2, was commercially applied to SI engines by Toyota. 36 With the combination of GDI and PFI's advantages, dual-injection technology of SI engine has attracted more researchers in recent years.…”

Section: Introductionmentioning

confidence: 99%

Numerical study on the effects of intake charge on oxy-fuel combustion in a dual-injection spark ignition engine at economical oxygen-fuel ratios

Pei

Peng

et al. 2021

International Journal of Engine Research

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In order to decrease Carbon Dioxide (CO2) emissions, Oxy-Fuel Combustion (OFC) technology with Carbon Capture and Storage (CCS) is being developed in Internal Combustion Engine (ICE). In this article, a numerical study about the effects of intake charge on OFC was conducted in a dual-injection. Spark Ignition (SI) engine, with Gasoline Direct Injection (GDI), Port Fuel Injection (PFI) and P-G (50% PFI and 50% GDI) three injection strategies. The results show that under OFC with fixed Oxygen Mass Fraction (OMF) and intake temperature, the maximum Brake Mean Effective Pressure (BMEP) is each 5.671, 5.649 and 5.646 bar for GDI, P-G and PFI strategy, which leads to a considerable decrease compared to Conventional Air Combustion (CAC). [Formula: see text], [Formula: see text] and [Formula: see text] of PFI are the lowest among three injection strategies. With intake temperature increases from 298 to 378 K, the reduction of BMEP can be up to 12.68%, 12.92% and 12.75% for GDI, P-G and PFI, respectively. Meantime, there is an increase of about 3% in Brake Specific Fuel Consumption (BSFC) and Brake Specific Oxygen Consumption (BSOC). Increasing OMF can improve the performance of BMEP and BSFC, and the trend is more apparent under GDI strategy. Besides, an increasing tendency can be observed for cylinder pressure and in-cylinder temperature under all injection strategies with the increase of OMF.

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A phenomenological modelling framework for particle emission simulation in a direct-injection gasoline engine

Cited by 10 publications

References 43 publications

Model Predictive Control of Internal Combustion Engines: A Review and Future Directions

Model Predictive Control of Internal Combustion Engines: A Review and Future Directions

Optimising microscopic spray characteristics and particle emissions in a dual-injection spark ignition (SI) engine by changing GDI injection pressure

Numerical study on the effects of intake charge on oxy-fuel combustion in a dual-injection spark ignition engine at economical oxygen-fuel ratios

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