Research on the Common Rail Pressure Overshoot of Opposed-Piston Two-Stroke Diesel Engines

Abstract

Abstract:The common rail pressure has a direct influence on the working stability of Opposed-Piston Two-Stroke (OP2S) diesel engines, especially on performance indexes such as power, economy and emissions. Meanwhile, the rail pressure overshoot phenomenon occurs frequently due to the operating characteristics of OP2S diesel engines, which could lead to serious consequences. In order to solve the rail pressure overshoot problem of OP2S diesel engines, a nonlinear concerted algorithm adding a speed state feedback was investigated. First, the nonlinear Linear Parameter Varying (LPV) model was utilized to describe the coupling relationship between the engine speed and the rail pressure. The Linear Quadratic Regulator (LQR) optimal control algorithm was applied to design the controller by the feedback of speed and rail pressure. Second, cooperating with the switching characteristics of injectors, the co-simulation of MATLAB/Simulink and GT-Power was utilized to verify the validity of the control algorithm and analyze workspaces for both normal and special sections. Finally, bench test results showed that the accuracy of the rail pressure control was in the range of ±1 MPa, in the condition of sudden 600 r/min speed increases. In addition, the fuel mass was reduced 76.3% compared with the maximum fuel supply quantity and the rail pressure fluctuation was less than 20 MPa. The algorithm could also be appropriate for other types of common rail system thanks to its universality.

Formation and Study of Static and Dynamic Characteristics of Electronically Controlled Diesel Engine

“…There are also publications on the development of control algorithms for individual systems of an internal combustion engine -a fuel pressure accumulator [5], an air supply system [6], an exhaust gas recirculation system [7], etc. that also do not relate directly to the regulation system of the engine high-speed mode.…”

“…that the loading resistance moment C M linearly depends on the angular crankshaft rotation speed. constant coefficients of proportionality.Equation(5), taking into account a small deviation from the equilibrium mode Δ, is as follows:…”