Pub Date : 2024-10-01Epub Date: 2024-06-18DOI: 10.1177/14680874241255165
Abdullah Bajwa, Gongyi Zou, Fengyu Zhong, Xiaohang Fang, Felix Leach, Martin Davy
With emissions regulations becoming increasingly restrictive and the advent of real driving emissions limits, control of engine-out NOx emissions remains an important research topic for diesel engines. Progress in experimental engine development and computational modelling has led to the generation of a large amount of high-fidelity emissions and in-cylinder data, making it attractive to use data-driven emissions prediction and control models. While pure data-driven methods have shown robustness in NOx prediction during steady-state engine operation, deficiencies are found under transient operation and at engine conditions far outside the training range. Therefore, physics-based, mean value models that capture cyclic-level changes in in-cylinder thermo-chemical properties appear as an attractive option for transient NOx emissions modelling. Previous experimental studies have highlighted the existence of a very strong correlation between peak cylinder pressure and cyclic NOx emissions. In this study, a cyclic peak pressure-based semi-empirical NOx prediction model is developed. The model is calibrated using high-speed NO and NO2 emissions measurements during transient engine operation and then tested under different transient operating conditions. The transient performance of the physical model is compared to that of a previously developed data-driven (artificial neural network) model, and is found to be superior, with a better dynamic response and low (<10%) errors. The results shown in this study are encouraging for the use of such models as virtual sensors for real-time emissions monitoring and as complimentary models for future physics-guided neural network development.
随着排放法规的日益严格和实际驾驶排放限制的出现，控制发动机排出的氮氧化物排放仍然是柴油发动机的一个重要研究课题。发动机实验开发和计算建模方面的进步已经产生了大量高保真排放和缸内数据，这使得使用数据驱动的排放预测和控制模型变得非常有吸引力。虽然纯数据驱动方法在发动机稳态运行期间的氮氧化物预测中表现出了稳健性，但在瞬态运行和发动机工况远远超出训练范围时，就会发现其不足之处。因此，基于物理的平均值模型可以捕捉到气缸内热化学特性的周期性变化，是瞬态氮氧化物排放建模的一个有吸引力的选择。以前的实验研究已经强调了气缸压力峰值与氮氧化物周期性排放之间存在着非常强的相关性。本研究开发了一个基于循环峰值压力的半经验氮氧化物预测模型。该模型利用发动机瞬态运行期间的高速 NO 和 NO2 排放测量值进行校准，然后在不同的瞬态运行条件下进行测试。物理模型的瞬态性能与之前开发的数据驱动（人工神经网络）模型进行了比较，发现后者更优越，具有更好的动态响应和较低的(
{"title":"Development of a semi-empirical physical model for transient NO<sub>x</sub> emissions prediction from a high-speed diesel engine.","authors":"Abdullah Bajwa, Gongyi Zou, Fengyu Zhong, Xiaohang Fang, Felix Leach, Martin Davy","doi":"10.1177/14680874241255165","DOIUrl":"https://doi.org/10.1177/14680874241255165","url":null,"abstract":"<p><p>With emissions regulations becoming increasingly restrictive and the advent of real driving emissions limits, control of engine-out NO<sub>x</sub> emissions remains an important research topic for diesel engines. Progress in experimental engine development and computational modelling has led to the generation of a large amount of high-fidelity emissions and in-cylinder data, making it attractive to use data-driven emissions prediction and control models. While pure data-driven methods have shown robustness in NO<sub>x</sub> prediction during steady-state engine operation, deficiencies are found under transient operation and at engine conditions far outside the training range. Therefore, physics-based, mean value models that capture cyclic-level changes in in-cylinder thermo-chemical properties appear as an attractive option for transient NO<sub>x</sub> emissions modelling. Previous experimental studies have highlighted the existence of a very strong correlation between peak cylinder pressure and cyclic NO<sub>x</sub> emissions. In this study, a cyclic peak pressure-based semi-empirical NO<sub>x</sub> prediction model is developed. The model is calibrated using high-speed NO and NO<sub>2</sub> emissions measurements during transient engine operation and then tested under different transient operating conditions. The transient performance of the physical model is compared to that of a previously developed data-driven (artificial neural network) model, and is found to be superior, with a better dynamic response and low (<10%) errors. The results shown in this study are encouraging for the use of such models as virtual sensors for real-time emissions monitoring and as complimentary models for future physics-guided neural network development.</p>","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"25 10","pages":"1835-1848"},"PeriodicalIF":2.2,"publicationDate":"2024-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC11419946/pdf/","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142346195","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-19DOI: 10.1177/14680874241274057
Zhiqiang Liu, Yiqiang Liu, Fucheng Zhao, Ruiping Wang
A numerical simulation technique based on the conservation of mass and energy in the gas phase has been developed to optimize the aftertreatment system with the lowest costs. Both oxygen storage capacity model and catalyst deterioration model have been integrated into the three-way catalyst performance model. Applications have been discussed, including XY-L 1.5L I3 gasoline turbocharged direct injection (GTDI) production hybrid vehicle, BY-L 1.5L I4 GTDI hybrid vehicle, XY-L (overseas version) 1.5L I4 GTDI hybrid vehicle, and G-L7 1.5L I4 GTDI hybrid vehicle. Vehicle tests in support of the proposed model have been described. The developed model covers the complete range of the cold start, high temperature and volume flow conditions. To optimize a three-way catalyst performance, this work simulated the effect of air fuel ratio, space velocity, temperature, biasing adjustment on the catalyst efficiency. The simulations presented the technique’s capability of well predicting emissions on fresh and full useful life aged aftertreatment systems, respectively, and carried out under transient conditions. The investigation indicated that excess fueling was used upon engine start to heat the catalyst up to its full operating temperature of greater than 350°C. The model results prompted a redesign of the I3 and I4 1.5L GTDI China 6b, Euro VId and Tier 3/SULEV30 exhaust systems over the world light vehicle test procedure (WLTP) and federal test procedure (FTP) cycles, respectively, for example, the model suggested that the latest design for the SULEV30 aftertreatment system on XY-L (overseas version) 1.5L I4 GTDI hybrid vehicle with the revised calibrations in the areas of cold-start and closed-loop fuel treated emissions of NMOG, NOx, and CO to the 70% of the SULEV30 standards with a $64 cost reduction relative to the baseline.
{"title":"An efficient product design tool for aftertreatment system","authors":"Zhiqiang Liu, Yiqiang Liu, Fucheng Zhao, Ruiping Wang","doi":"10.1177/14680874241274057","DOIUrl":"https://doi.org/10.1177/14680874241274057","url":null,"abstract":"A numerical simulation technique based on the conservation of mass and energy in the gas phase has been developed to optimize the aftertreatment system with the lowest costs. Both oxygen storage capacity model and catalyst deterioration model have been integrated into the three-way catalyst performance model. Applications have been discussed, including XY-L 1.5L I3 gasoline turbocharged direct injection (GTDI) production hybrid vehicle, BY-L 1.5L I4 GTDI hybrid vehicle, XY-L (overseas version) 1.5L I4 GTDI hybrid vehicle, and G-L7 1.5L I4 GTDI hybrid vehicle. Vehicle tests in support of the proposed model have been described. The developed model covers the complete range of the cold start, high temperature and volume flow conditions. To optimize a three-way catalyst performance, this work simulated the effect of air fuel ratio, space velocity, temperature, biasing adjustment on the catalyst efficiency. The simulations presented the technique’s capability of well predicting emissions on fresh and full useful life aged aftertreatment systems, respectively, and carried out under transient conditions. The investigation indicated that excess fueling was used upon engine start to heat the catalyst up to its full operating temperature of greater than 350°C. The model results prompted a redesign of the I3 and I4 1.5L GTDI China 6b, Euro VId and Tier 3/SULEV30 exhaust systems over the world light vehicle test procedure (WLTP) and federal test procedure (FTP) cycles, respectively, for example, the model suggested that the latest design for the SULEV30 aftertreatment system on XY-L (overseas version) 1.5L I4 GTDI hybrid vehicle with the revised calibrations in the areas of cold-start and closed-loop fuel treated emissions of NMOG, NOx, and CO to the 70% of the SULEV30 standards with a $64 cost reduction relative to the baseline.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"9 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142247433","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-19DOI: 10.1177/14680874241276061
Xinlei Liu, Jaeheon Sim, Vallinayagam Raman, Yoann Viollet, Abdullah S AlRamadan, Emre Cenker, Hong G Im
This work explores the feasibility of pure methanol combustion in a light-duty diesel engine assisted by a glow plug (GP). The simulations represented a mild engine load with an indicated mean effective pressure of 7 bar. An extensive computational study was conducted, and the successful operation of the pure methanol compression ignition engine was demonstrated. The effects of the GP position, spray umbrella angle, the relative angle (RA) between the glow plug and jet trajectory, and the injection strategy on the engine performance were evaluated. The autoignition of methanol-air mixture was found to primarily occur at an equivalence ratio between 0.2 and 0.4. However, an even richer mixture accompanied the lower temperature due to intense heat absorption of evaporation, significantly prolonging the ignition delay. Therefore, to improve the ignition and combustion heat release processes, RA was optimized to adequately control the mixture distribution around the GP. At each position of the GP, the optimum RA differed due to the complex flow and air-fuel mixing within the combustion chamber, which became smaller (from 12.5° to 5°) when the GP was moved anticlockwise from the intake port to the exhaust port regions. Furthermore, a split injection strategy was proposed to ensure the successful ignition of the methanol jets. The engine performance exhibited a high sensitivity to the pilot and main injection timings. A small pilot mass fraction of no higher than 20% was recommended to mitigate fuel jet-GP interaction and fuel impingement in the squish region.
这项研究探讨了在辉光塞（GP）辅助下在轻型柴油发动机中燃烧纯甲醇的可行性。模拟的发动机负荷较轻，平均有效压力为 7 巴。研究进行了广泛的计算研究，并证明了纯甲醇压燃发动机的成功运行。研究评估了 GP 位置、喷射伞角度、辉光塞与喷射轨迹之间的相对角度 (RA) 以及喷射策略对发动机性能的影响。研究发现，甲醇-空气混合物的自燃主要发生在等效比为 0.2 和 0.4 之间时。然而，由于蒸发吸热强烈，更浓的混合气伴随着更低的温度，大大延长了点火延迟时间。因此，为了改善点火和燃烧放热过程，对 RA 进行了优化，以充分控制 GP 周围的混合气分布。在 GP 的每个位置，由于燃烧室内复杂的流动和空气燃料混合，最佳 RA 都有所不同，当 GP 从进气口逆时针移动到排气口区域时，最佳 RA 变小（从 12.5° 减小到 5°）。此外，还提出了一种分喷射策略，以确保甲醇射流的成功点火。发动机性能对先导和主喷射时间的敏感度很高。建议采用不高于 20% 的小先导质量分数，以减轻燃料喷射与 GP 的相互作用以及压扁区域的燃料撞击。
{"title":"Computational investigation of a methanol compression ignition engine assisted by a glow plug","authors":"Xinlei Liu, Jaeheon Sim, Vallinayagam Raman, Yoann Viollet, Abdullah S AlRamadan, Emre Cenker, Hong G Im","doi":"10.1177/14680874241276061","DOIUrl":"https://doi.org/10.1177/14680874241276061","url":null,"abstract":"This work explores the feasibility of pure methanol combustion in a light-duty diesel engine assisted by a glow plug (GP). The simulations represented a mild engine load with an indicated mean effective pressure of 7 bar. An extensive computational study was conducted, and the successful operation of the pure methanol compression ignition engine was demonstrated. The effects of the GP position, spray umbrella angle, the relative angle (RA) between the glow plug and jet trajectory, and the injection strategy on the engine performance were evaluated. The autoignition of methanol-air mixture was found to primarily occur at an equivalence ratio between 0.2 and 0.4. However, an even richer mixture accompanied the lower temperature due to intense heat absorption of evaporation, significantly prolonging the ignition delay. Therefore, to improve the ignition and combustion heat release processes, RA was optimized to adequately control the mixture distribution around the GP. At each position of the GP, the optimum RA differed due to the complex flow and air-fuel mixing within the combustion chamber, which became smaller (from 12.5° to 5°) when the GP was moved anticlockwise from the intake port to the exhaust port regions. Furthermore, a split injection strategy was proposed to ensure the successful ignition of the methanol jets. The engine performance exhibited a high sensitivity to the pilot and main injection timings. A small pilot mass fraction of no higher than 20% was recommended to mitigate fuel jet-GP interaction and fuel impingement in the squish region.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"80 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142247434","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-19DOI: 10.1177/14680874241272898
Saeid Shahpouri, David Gordon, Mahdi Shahbakhti, Charles Robert Koch
One promising approach to reduce carbon foot print of internal combustion engines (ICEs) is using alternative fuels like hydrogen, particularly by converting medium and heavy-duty diesel engines to dual-fuel hydrogen-diesel engines. To minimize elevated NOx emissions from hydrogen-fueled engine, fast and accurate emission models are essential for engine model-based control and for engine calibration and optimization using hardware-in-the-loop (HIL) setups. In this study, a fast-response NOx emissions sensor is used to measure the transient NOx emissions from a dual-fuel hydrogen-diesel engine. Subsequently, steady-state models (SSMs), quasi steady-state models (QSSMs), and transient sequential models (TSMs) in the form of black-box (BB) and gray-box (GB) models are developed for transient NOx emissions prediction. GB models utilize both information from a one dimensional (1D) physical engine model and experimental data for training, while BB models only use experimental data. SSMs are optimized artificial neural networks (ANNs) trained using steady-state data, QSSMs are optimized ANNs trained using transient data, and TSMs are time-series networks trained using transient data. Long short-term memory (LSTM) and gated recurrent unit (GRU) networks are used as the time-series deep learning networks. The results showed that the 1D physical model has the poorest performance with successive model performance improvement from SSM to QSSM and from QSSM to TSM. The developed BB TSM model in this study can predict transient NOx emissions with an R2 value greater than 0.96 at 89,000 predictions per second which makes this model suitable for real-time engine model-based control where computational efficiency is crucial. The developed GB TSM model can predict transient NOx emissions with an R2 value greater than 0.97 but it is computationally more expensive. The extra accuracy of the GB TSM models makes them the best choice for HIL setups where more computational power is available, and accuracy is more crucial.
{"title":"Transient NOx emission modeling of a hydrogen-diesel engine using hybrid machine learning methods","authors":"Saeid Shahpouri, David Gordon, Mahdi Shahbakhti, Charles Robert Koch","doi":"10.1177/14680874241272898","DOIUrl":"https://doi.org/10.1177/14680874241272898","url":null,"abstract":"One promising approach to reduce carbon foot print of internal combustion engines (ICEs) is using alternative fuels like hydrogen, particularly by converting medium and heavy-duty diesel engines to dual-fuel hydrogen-diesel engines. To minimize elevated NOx emissions from hydrogen-fueled engine, fast and accurate emission models are essential for engine model-based control and for engine calibration and optimization using hardware-in-the-loop (HIL) setups. In this study, a fast-response NOx emissions sensor is used to measure the transient NOx emissions from a dual-fuel hydrogen-diesel engine. Subsequently, steady-state models (SSMs), quasi steady-state models (QSSMs), and transient sequential models (TSMs) in the form of black-box (BB) and gray-box (GB) models are developed for transient NOx emissions prediction. GB models utilize both information from a one dimensional (1D) physical engine model and experimental data for training, while BB models only use experimental data. SSMs are optimized artificial neural networks (ANNs) trained using steady-state data, QSSMs are optimized ANNs trained using transient data, and TSMs are time-series networks trained using transient data. Long short-term memory (LSTM) and gated recurrent unit (GRU) networks are used as the time-series deep learning networks. The results showed that the 1D physical model has the poorest performance with successive model performance improvement from SSM to QSSM and from QSSM to TSM. The developed BB TSM model in this study can predict transient NOx emissions with an R<jats:sup>2</jats:sup> value greater than 0.96 at 89,000 predictions per second which makes this model suitable for real-time engine model-based control where computational efficiency is crucial. The developed GB TSM model can predict transient NOx emissions with an R<jats:sup>2</jats:sup> value greater than 0.97 but it is computationally more expensive. The extra accuracy of the GB TSM models makes them the best choice for HIL setups where more computational power is available, and accuracy is more crucial.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"5 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-09-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142247432","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-17DOI: 10.1177/14680874241272812
Marco Pretto, Pietro Giannattasio, Enrico De Betta, Fabio Bozza
Modelling the establishment and growth of spark-ignited (SI) flame kernels has always been a topic of great interest, especially due to their key role in affecting the performance of SI engines. A major issue is that the unsteady conditions and the small kernel size hinder the application of the typical (both linear and non-linear) flame stretch correlations, valid only long after the ignition stage. Overcoming such limitations, this work presents a novel, mathematically consistent, and compact model that enables prediction of flame kernel initiation and early expansion, including its possible extinction. Firstly, spark-driven initiation models from literature are discussed, and an effective flame kernel initiation method is proposed. Then, the expansion model is defined complementing the mass, energy, and species conservation equations for the spherical kernel with the reactant and temperature profiles outside of it using the theory of transient thermodiffusive flames. After accounting for the convective flow caused by the combustion-induced density reduction and the variable thermodynamic properties of the reacting fuel/air mixture, the result is a two-equation model that predicts the kernel expansion even up to its possible extinction due to flame stretch. After calibration of the expansion model, successful validation is achieved against literature data on lean propane/air flames, and the influence of the model parameters is examined in detail. The proposed expansion model is formulated also aiming for inclusion into the simulation of combustion in SI engines, enabling more accurate predictions at part loads, as well as more effective estimation of the cycle-to-cycle variation thanks to the good model sensitivity to the parameters most affecting the ignition.
火花点燃（SI）火焰内核的建立和增长建模一直是人们非常感兴趣的话题，特别是因为它们在影响 SI 发动机性能方面起着关键作用。一个主要问题是，非稳态条件和较小的内核尺寸阻碍了典型（线性和非线性）火焰拉伸相关性的应用，因为这些相关性仅在点火阶段后很长时间内有效。为了克服这些局限性，本研究提出了一种新颖、数学上一致且结构紧凑的模型，可以预测火焰内核的起始和早期扩展，包括可能的熄灭。首先，讨论了文献中的火花驱动起燃模型，并提出了一种有效的火焰核起燃方法。然后，利用瞬态热扩散火焰理论，对球形焰心的质量、能量和物种守恒方程以及焰心外的反应物和温度曲线进行了补充，从而定义了膨胀模型。在考虑了燃烧引起的密度降低所导致的对流以及反应燃料/空气混合物的可变热力学特性后，得出了一个双方程模型，该模型可以预测内核的膨胀，甚至可以预测由于火焰伸展而可能导致的内核熄灭。在对膨胀模型进行校准后，根据有关贫丙烷/空气火焰的文献数据成功地进行了验证，并详细研究了模型参数的影响。由于模型对影响点火的主要参数具有良好的敏感性，因此所提出的膨胀模型还可用于模拟 SI 发动机的燃烧，从而在部分负荷下进行更准确的预测，并更有效地估算周期间的变化。
{"title":"A consistent model of the initiation, early expansion, and possible extinction of a spark-ignited flame kernel","authors":"Marco Pretto, Pietro Giannattasio, Enrico De Betta, Fabio Bozza","doi":"10.1177/14680874241272812","DOIUrl":"https://doi.org/10.1177/14680874241272812","url":null,"abstract":"Modelling the establishment and growth of spark-ignited (SI) flame kernels has always been a topic of great interest, especially due to their key role in affecting the performance of SI engines. A major issue is that the unsteady conditions and the small kernel size hinder the application of the typical (both linear and non-linear) flame stretch correlations, valid only long after the ignition stage. Overcoming such limitations, this work presents a novel, mathematically consistent, and compact model that enables prediction of flame kernel initiation and early expansion, including its possible extinction. Firstly, spark-driven initiation models from literature are discussed, and an effective flame kernel initiation method is proposed. Then, the expansion model is defined complementing the mass, energy, and species conservation equations for the spherical kernel with the reactant and temperature profiles outside of it using the theory of transient thermodiffusive flames. After accounting for the convective flow caused by the combustion-induced density reduction and the variable thermodynamic properties of the reacting fuel/air mixture, the result is a two-equation model that predicts the kernel expansion even up to its possible extinction due to flame stretch. After calibration of the expansion model, successful validation is achieved against literature data on lean propane/air flames, and the influence of the model parameters is examined in detail. The proposed expansion model is formulated also aiming for inclusion into the simulation of combustion in SI engines, enabling more accurate predictions at part loads, as well as more effective estimation of the cycle-to-cycle variation thanks to the good model sensitivity to the parameters most affecting the ignition.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"13 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-09-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142247477","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-11DOI: 10.1177/14680874241274039
Taewon T. Han, Gediminas Mainelis
We recently developed a novel diesel emissions control device, Electrostatic Screen Battery for Emissions Control (ESBEC), where an electrostatic mechanism removes diesel exhaust particles onto metal screens. In this study, we made the following improvements to the initial ESBEC’s design: (1) used metal collection screens of different porosity for a more even distribution of captured diesel exhaust throughout ESBEC, (2) redesigned screen holders for easy assembly of ESBEC, (3) heat-resistant materials were used to build the current model, which is 3 in. in diameter and 4 in. in length. ESBEC was investigated in a laboratory to optimize the screen porosity and configuration. Then, in the field, it was challenged with diesel particulate matter (DPM) exhausted from a diesel electric power generator. The DPM mass concentrations produced by the generator varied from 38 to 187 mg/m3, and air flow rates passing through ESBEC varied from 219 to 410 L/min. The testing was intermittently performed over 49 h. In addition, ESBEC’s particle collection efficiency was compared to that of a traditional diesel particulate filter (DPF). We also explored various washing methods to effectively remove DPM captured by ESBEC. When challenged with DPM, ESBEC showed collection efficiency of ∼100% for 26 h, during which 60 g of DPM was captured. For comparison, the collection efficiency of DPF was ∼77%. After the total run time of 46 h, the collection efficiency of ESBEC decreased to CARB (California Air Resources Board) Level 3 (85%), with 102 g DPM accumulated. When ESBEC was operated beyond 46 h, its collection efficiency was <85%. However, washing screens for 5 min in isopropyl alcohol restored the collection efficiency to 86%. Future studies will examine the performance of ESBEC when it is installed in an actual diesel-powered vehicle.
{"title":"Electrostatic battery for emissions control (ESBEC): Further development and testing with diesel emissions","authors":"Taewon T. Han, Gediminas Mainelis","doi":"10.1177/14680874241274039","DOIUrl":"https://doi.org/10.1177/14680874241274039","url":null,"abstract":"We recently developed a novel diesel emissions control device, Electrostatic Screen Battery for Emissions Control (ESBEC), where an electrostatic mechanism removes diesel exhaust particles onto metal screens. In this study, we made the following improvements to the initial ESBEC’s design: (1) used metal collection screens of different porosity for a more even distribution of captured diesel exhaust throughout ESBEC, (2) redesigned screen holders for easy assembly of ESBEC, (3) heat-resistant materials were used to build the current model, which is 3 in. in diameter and 4 in. in length. ESBEC was investigated in a laboratory to optimize the screen porosity and configuration. Then, in the field, it was challenged with diesel particulate matter (DPM) exhausted from a diesel electric power generator. The DPM mass concentrations produced by the generator varied from 38 to 187 mg/m<jats:sup>3</jats:sup>, and air flow rates passing through ESBEC varied from 219 to 410 L/min. The testing was intermittently performed over 49 h. In addition, ESBEC’s particle collection efficiency was compared to that of a traditional diesel particulate filter (DPF). We also explored various washing methods to effectively remove DPM captured by ESBEC. When challenged with DPM, ESBEC showed collection efficiency of ∼100% for 26 h, during which 60 g of DPM was captured. For comparison, the collection efficiency of DPF was ∼77%. After the total run time of 46 h, the collection efficiency of ESBEC decreased to CARB (California Air Resources Board) Level 3 (85%), with 102 g DPM accumulated. When ESBEC was operated beyond 46 h, its collection efficiency was <85%. However, washing screens for 5 min in isopropyl alcohol restored the collection efficiency to 86%. Future studies will examine the performance of ESBEC when it is installed in an actual diesel-powered vehicle.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"3 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-09-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142198853","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-10DOI: 10.1177/14680874241274035
Xumin Zhao, Guangmeng Zhou, Hu Wang, Zhongjie Zhang, Zunqing Zheng, Mingfa Yao
EGR dilution combustion has problems such as weakened anti-knock capability at high load, slow combustion speed and poor combustion stability, which results in limitations in the thermal efficiency improvement and load boundary extension of medium-duty highly-downsized engines. It is necessary to combine EGR dilution and other measures to collaboratively control the in-cylinder thermodynamic state and combustion process. The experimental investigations in this study isolate the effect of the ethanol blending ratio in ethanol gasoline on the anti-knock performance, combustion performance and thermal efficiency, and verifies the potential of collaborative optimization of fuel properties and EGR in improving the thermal efficiency and extending the load boundary for a medium-duty highly-downsized engine. The results show that as the load increases, the improvement effect of increasing the blending ratio of ethanol in the anti-knock performance, combustion speed, and the turbine inlet temperature reduction will become more obvious. At high load, using E20 fuel can improve the EGR tolerance, advance the spark timing and CA50, and thus increase the BTE. As the speed decreases, the thermal efficiency improvement effect of E20 fuel gradually increases, and the improved load range extends. The collaborative optimization of E20 fuel and EGR can further extend the high thermal efficiency area of the engine. And the Max. achievable load is 0.11 MPa higher than that of E10, which effectively extends the upper load limit during the stoichiometric combustion.
{"title":"Collaborative effects of fuel properties and EGR on the efficiency improvement and load boundary extension of a medium-duty engine","authors":"Xumin Zhao, Guangmeng Zhou, Hu Wang, Zhongjie Zhang, Zunqing Zheng, Mingfa Yao","doi":"10.1177/14680874241274035","DOIUrl":"https://doi.org/10.1177/14680874241274035","url":null,"abstract":"EGR dilution combustion has problems such as weakened anti-knock capability at high load, slow combustion speed and poor combustion stability, which results in limitations in the thermal efficiency improvement and load boundary extension of medium-duty highly-downsized engines. It is necessary to combine EGR dilution and other measures to collaboratively control the in-cylinder thermodynamic state and combustion process. The experimental investigations in this study isolate the effect of the ethanol blending ratio in ethanol gasoline on the anti-knock performance, combustion performance and thermal efficiency, and verifies the potential of collaborative optimization of fuel properties and EGR in improving the thermal efficiency and extending the load boundary for a medium-duty highly-downsized engine. The results show that as the load increases, the improvement effect of increasing the blending ratio of ethanol in the anti-knock performance, combustion speed, and the turbine inlet temperature reduction will become more obvious. At high load, using E20 fuel can improve the EGR tolerance, advance the spark timing and CA50, and thus increase the BTE. As the speed decreases, the thermal efficiency improvement effect of E20 fuel gradually increases, and the improved load range extends. The collaborative optimization of E20 fuel and EGR can further extend the high thermal efficiency area of the engine. And the Max. achievable load is 0.11 MPa higher than that of E10, which effectively extends the upper load limit during the stoichiometric combustion.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"6 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-09-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225400","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The pursuit of reduced carbon emissions has spurred powertrain innovations, especially in the automotive sector. This study aims to numerically analyze the electrically assisted turbocharging (eTurbo) on internal combustion engines (ICEs) with a specific focus on optimizing wastegate control across diverse engine speeds. Results highlight the significant influence of wastegate settings on critical parameters such as brake-specific fuel consumption (BSFC), power, and torque. Through meticulous simulations and validation, the study identifies optimal wastegate configurations for different engine speeds. Precision control is shown to have a profound impact on BSFC, power, torque, and overall efficiency. Additionally, findings underscore the dynamic nature of eTurbo performance, emphasizing the importance of customized control strategies. The naturally aspirated model is validated with real-world data from a Honda CBR600RR engine integrated into a Formula Student vehicle powertrain, meeting competition regulations. Torque measurements obtained from a chassis dynamometer reveal a maximum relative error of 8%. A dynamic control strategy is proposed to adapt wastegate adjustments in real-time based on engine conditions, aiming to enhance system efficiency and performance, contributing to improved engine efficiency and sustainable transportation solutions. The steady state simulation results demonstrate that wastegate adjustments significantly improve performance, enhancing engine brake power, volumetric efficiency, Engine Brake Specific Fuel Consumption (BSFC), and Equivalent Brake Specific Fuel Consumption (EBSFC). EBSFC exhibits nuanced changes based on wastegate configurations and engine speeds. At a turbocharger speed of 140,000 rpm, the EBSFC drops by 2.8% at 40% wastegate opening and 10,000 rpm engine speed, while it drops by 2.5% at 20% wastegate opening and 12,000 rpm.
{"title":"Wastegate control strategy in electrically assisted turbochargers: A formula student car case study","authors":"Mohamed Shoman, Walid Aboelsoud, Ahmed Mohamed Taher Alaa Eldein Hussin, Mohamed Abdelaziz","doi":"10.1177/14680874241272762","DOIUrl":"https://doi.org/10.1177/14680874241272762","url":null,"abstract":"The pursuit of reduced carbon emissions has spurred powertrain innovations, especially in the automotive sector. This study aims to numerically analyze the electrically assisted turbocharging (eTurbo) on internal combustion engines (ICEs) with a specific focus on optimizing wastegate control across diverse engine speeds. Results highlight the significant influence of wastegate settings on critical parameters such as brake-specific fuel consumption (BSFC), power, and torque. Through meticulous simulations and validation, the study identifies optimal wastegate configurations for different engine speeds. Precision control is shown to have a profound impact on BSFC, power, torque, and overall efficiency. Additionally, findings underscore the dynamic nature of eTurbo performance, emphasizing the importance of customized control strategies. The naturally aspirated model is validated with real-world data from a Honda CBR600RR engine integrated into a Formula Student vehicle powertrain, meeting competition regulations. Torque measurements obtained from a chassis dynamometer reveal a maximum relative error of 8%. A dynamic control strategy is proposed to adapt wastegate adjustments in real-time based on engine conditions, aiming to enhance system efficiency and performance, contributing to improved engine efficiency and sustainable transportation solutions. The steady state simulation results demonstrate that wastegate adjustments significantly improve performance, enhancing engine brake power, volumetric efficiency, Engine Brake Specific Fuel Consumption (BSFC), and Equivalent Brake Specific Fuel Consumption (EBSFC). EBSFC exhibits nuanced changes based on wastegate configurations and engine speeds. At a turbocharger speed of 140,000 rpm, the EBSFC drops by 2.8% at 40% wastegate opening and 10,000 rpm engine speed, while it drops by 2.5% at 20% wastegate opening and 12,000 rpm.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"10 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225396","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The commonly used spinning tin-bronze bushings assembled by interference sometimes fail causing the bushings to rotate or even come out from connecting rod small end. Previous studies have shown this failure to be related to the abnormal temperature of small end. Test samples with same material and process as the connecting rod small end were designed. The residual stress on inner surface and pressing force of bushings were tested before and after local heating. The results showed that the residual stresses on inner surface and maximum pressing force decrease with the increase of maximum temperature and thermal cycles when the temperature of bushing bottom reaches 160°C. A quarter model of connecting rod was applied to reveal the loosening mechanism. It is found that plastic deformation occurs around oil holes, resulting in variations in the stress field of bushing. It lessens the bonding force between bushing and connecting rod small end. Meanwhile, the residual stresses on inner surface decrease and then surface hardness of this area reduces, which makes it easier to adhere with piston pin and generate large friction. These results are crucial for the material and structure design of connecting rod small end bushings.
{"title":"The loosening mechanism of tin-bronze bushing assembled by interference at connecting rod small end of heavy-duty diesel engines","authors":"Hongyu Fu, Hao Zhang, Limin Zhang, Penghao Niu, Xukang Liu, Oleksandr Stelmakh","doi":"10.1177/14680874241272922","DOIUrl":"https://doi.org/10.1177/14680874241272922","url":null,"abstract":"The commonly used spinning tin-bronze bushings assembled by interference sometimes fail causing the bushings to rotate or even come out from connecting rod small end. Previous studies have shown this failure to be related to the abnormal temperature of small end. Test samples with same material and process as the connecting rod small end were designed. The residual stress on inner surface and pressing force of bushings were tested before and after local heating. The results showed that the residual stresses on inner surface and maximum pressing force decrease with the increase of maximum temperature and thermal cycles when the temperature of bushing bottom reaches 160°C. A quarter model of connecting rod was applied to reveal the loosening mechanism. It is found that plastic deformation occurs around oil holes, resulting in variations in the stress field of bushing. It lessens the bonding force between bushing and connecting rod small end. Meanwhile, the residual stresses on inner surface decrease and then surface hardness of this area reduces, which makes it easier to adhere with piston pin and generate large friction. These results are crucial for the material and structure design of connecting rod small end bushings.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"313 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225398","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-31DOI: 10.1177/14680874241272851
Pier Paolo Brancaleoni, Davide Viscione, Giacomo Silvagni, Vittorio Ravaglioli, Enrico Corti, Gian Marco Bianchi, Matteo De Cesare, Federico Stola
During the past years, automotive industries developed several technologies suitable to increase efficiency and reduce emissions from Internal Combustion Engines (ICEs). Among them, the adoption of high-pressure injection systems is considered crucial to optimize air-fuel mixture formation. However, the use of these technologies also promotes the formation of particulate matter (PM Particulate Matter), which is a direct result of charge stratification and fluid film on the cylinder walls. Therefore, to obtain a proper mixture formation without the risk of wall impingement, the utilization of consecutive injections is mandatory. Since modern Gasoline Direct Injection (GDI) systems are typically characterized by electrical-actuated injectors connected to a single high-pressure rail, a deep understanding of electrical and hydraulic effects among two close injection events becomes essential. This paper analyzes the combinations of electrical and hydraulic effects that occur in a high-pressure GDI system performing multiple injections. By using a specifically developed open vessel flushing bench, the injection system has been characterized in terms of pressure wave propagation as well as electrical distortions of the driving current profile of the injectors. The analysis of the experimental data has allowed for the calibration of the residual magnetization characteristic map in addition to the development of a pressure wave propagation control-oriented model. Finally, a Magnetization and Pressure Wave (MPW) correction strategy, easily implementable on an Electronic Control Unit (ECU) without the need for additional sensors, has been proposed. By running the MPW strategy, the error between the actual and expected injected mass has been reduced below 5% in all tested conditions.
{"title":"Novel direct injection electro-hydraulic model-based controller for high efficiency internal combustion engines","authors":"Pier Paolo Brancaleoni, Davide Viscione, Giacomo Silvagni, Vittorio Ravaglioli, Enrico Corti, Gian Marco Bianchi, Matteo De Cesare, Federico Stola","doi":"10.1177/14680874241272851","DOIUrl":"https://doi.org/10.1177/14680874241272851","url":null,"abstract":"During the past years, automotive industries developed several technologies suitable to increase efficiency and reduce emissions from Internal Combustion Engines (ICEs). Among them, the adoption of high-pressure injection systems is considered crucial to optimize air-fuel mixture formation. However, the use of these technologies also promotes the formation of particulate matter (PM Particulate Matter), which is a direct result of charge stratification and fluid film on the cylinder walls. Therefore, to obtain a proper mixture formation without the risk of wall impingement, the utilization of consecutive injections is mandatory. Since modern Gasoline Direct Injection (GDI) systems are typically characterized by electrical-actuated injectors connected to a single high-pressure rail, a deep understanding of electrical and hydraulic effects among two close injection events becomes essential. This paper analyzes the combinations of electrical and hydraulic effects that occur in a high-pressure GDI system performing multiple injections. By using a specifically developed open vessel flushing bench, the injection system has been characterized in terms of pressure wave propagation as well as electrical distortions of the driving current profile of the injectors. The analysis of the experimental data has allowed for the calibration of the residual magnetization characteristic map in addition to the development of a pressure wave propagation control-oriented model. Finally, a Magnetization and Pressure Wave (MPW) correction strategy, easily implementable on an Electronic Control Unit (ECU) without the need for additional sensors, has been proposed. By running the MPW strategy, the error between the actual and expected injected mass has been reduced below 5% in all tested conditions.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"8 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225408","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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