Performance and Emission Comparison between a Conventional Euro VI Diesel Engine and an Optimized PCCI Version and Effect of EGR Cooler Fouling on PCCI Combustion

Hardy³

et al. 2021

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In the present paper, a model-based controller of engine torque and engine-out Nitrogen oxide (NOx) emissions, which was previously developed and tested by means of offline simulations, has been validated on a FPT F1C 3.0 L diesel engine by means of rapid prototyping. With reference to the previous version, a new NOx model has been implemented to improve robustness in terms of NOx prediction. The experimental tests have confirmed the basic functionality of the controller in transient conditions, over different load ramps at fixed engine speeds, over which the average RMSE (Root Mean Square Error) values for the control of NOx emissions were of the order of 55–90 ppm, while the average RMSE values for the control of brake mean effective pressure (BMEP) were of the order of 0.25–0.39 bar. However, the test results also highlighted the need for further improvements, especially concerning the effect of the engine thermal state on the NOx emissions in transient operation. Moreover, several aspects, such as the check of the computational time, the impact of the controller on other pollutant emissions, or on the long-term engine operations, will have to be evaluated in future studies in view of the controller implementation on the engine control unit.

Section: Introductionmentioning

confidence: 99%

Model-Based Control of Torque and Nitrogen Oxide Emissions in a Euro VI 3.0 L Diesel Engine through Rapid Prototyping

D’Ambrosio

Hardy³

et al. 2021

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“…The need to comply with the more and more stringent regulations in terms of CO 2 and pollutant emissions is pushing the automotive industry to develop innovative technologies. Recent trends which may produce the highest benefits include engine downsizing [1], alternative fuels (such as Compressed Natural Gas (CNG) and biofuels) [2], innovative combustion concepts such as Homogeneous Charge Compression Ignition (HCCI) and Premixed Charge Compression Ignition (PCCI) [3], advanced high-pressure common rail systems [4,5], innovative combustion controls [6][7][8], innovative after-treatment system (ATS) technologies [9], kinetic and thermal energy recovery [10], vehicle road load reduction [11], powertrain electrification [12], and vehicle connectivity (V2X technologies) [13]. In particular, in ref.…”

Section: Introductionmentioning

confidence: 99%

“…In ref. [3] an experimental study is reported, which shows the potential of PCCI combustion in dramatically reducing engine-out nitrogen oxides and soot emissions in a 3.0 L diesel engine, with the possibility of reviewing the after treatment system. In ref.…”

Section: Introductionmentioning

confidence: 99%

Real-Time Simulation of Torque and Nitrogen Oxide Emissions in an 11.0 L Heavy-Duty Diesel Engine for Model-Based Combustion Control

Hardy²,

Mancarella

et al. 2019

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A real-time combustion model was assessed and applied to simulate BMEP (Brake Mean Effective Pressure) and NOx (Nitrogen Oxide) emissions in an 11.0 L FPT Cursor 11 diesel engine for heavy-duty applications. The activity was carried out in the frame of the IMPERIUM H2020 EU Project. The developed model was used as a starting base to derive a model-based combustion controller, which is able to control indicated mean effective pressure and NOx emissions by acting on the injected fuel quantity and main injection timing. The combustion model was tested and assessed at steady-state conditions and in transient operation over several load ramps. The average root mean square error of the model is of the order of 110 ppm for the NOx simulation and of 0.3 bar for the BMEP simulation Moreover, a statistical robustness analysis was performed on the basis of the expected input parameter deviations, and a calibration sensitivity analysis was carried out, which showed that the accuracy is almost unaffected when reducing the calibration dataset by about 80%. The model was also tested on a rapid prototyping device and it was verified that it features real-time capability, since the computational time is of the order of 300–400 µs. Finally, the basic functionality of the model-based combustion controller was tested offline at steady-state conditions.

“…Recent technologies have been developed to reduce fuel consumption and include engine downsizing [1], alternative fuels [2], innovative combustion concepts [3,4], advanced high-pressure injection systems [5][6][7][8][9][10], model-based control [11][12][13][14][15], advanced aftertreatment systems [16], kinetic and thermal energy recovery [17], vehicle lightweight [18], electrification of the powertrain [19], and vehicle connectivity [20].…”

Section: Introductionmentioning

confidence: 99%

Implementation and Assessment of a Model-Based Controller of Torque and Nitrogen Oxide Emissions in an 11 L Heavy-Duty Diesel Engine

Cococcetta¹,

Hardy³

et al. 2019

Self Cite

A previously developed model-based controller of torque and nitrogen oxides emissions has been implemented and assessed on a heavy-duty 11 L FPT prototype Cursor 11 diesel engine. The implementation has been realized by means of a rapid prototyping device, which has allowed the standard functions of the engine control unit to be by-passed. The activity was carried out within the IMPERIUM H2020 EU Project, which is aimed at reducing the consumption of fuel and urea in heavy-duty trucks up to 20%, while maintaining the compliance with the legal emission limits. In particular, the developed controller is able to achieve desired targets of brake mean effective pressure (BMEP) (or brake torque) and engine-out nitrogen oxides emissions. To this aim, the controller adjusts the fuel quantity and the start of injection of the main pulse in real-time. The controller is based on a previously developed low-throughput combustion model, which estimates the heat release rate, the in-cylinder pressure, the BMEP (or torque) and the engine-out nitrogen oxide emissions. The controller has been assessed at both steady-state and transient operations, through rapid prototyping tests at the engine test bench and on the road.