Parameter Estimation for Physical Based Air Path Models of Turbocharged Diesel Engines — An Experience Based Guidance

System Properties and Control of Turbocharged Diesel Engines with High-and Low-Pressure EGR

“…Alternatively T hp−egr could be modelled. Since the mass flow model is most sensitive to the pressure ratios [14], model inaccuracies in T hp−egr have only a small influence to the model quality.…”

“…Then the turbocharger accelerates and the charge air pressure is rising until a time of 4 s. Between 4 and 10 s there is still a small rise inṁ air and p 2i . These slight changes come from the modelled thermal storages of the intercooler and the HP-EGR cooler, see [14].…”

“…To account for the exhaust back pressure caused by the DPF, the storage after the turbine with the states p 4 and T 4 is introduced. Especially at testbed operation the charge air cooler can introduce a large thermal storage capacity, which is modelled by the heat storage mass with the additional state T 2ic [14]. Model inputs are the positions of the air path actuators and additionally the ambient temperature T a and the ambient pressure p a .…”

“…A key issue in modelling is the model parameterisation. [15] and [14] give a methodology to parameterise a mean value engine model. Aspects like the model uncertainty to sensor precision, the measurement chain, suitable excitation signals, data preprocessing and especially the aerodynamic turbocharger power parameterisation are regarded.…”

Model Based Optimisation of a Step in Acceleration for a CR-Diesel Engine

“…The system time constants are mainly introduced by the turbocharger and the egr paths. More detailed descriptions and discussions of the air path model can be found in Mrosek et al (2009) and . Assuming the combustion as a batch process the emission formation mainly depends on the cylinder charge at intake valve closing and the injections .…”