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To meet future pollutant emissions standards, it is crucial to be able to estimate the cycle by cycle in-cylinder mass and the composition of the combustion chamber charge. This charge consists of residual gases from the previous cycle, fresh air and fuel. Consequently, the estimation of the fresh air mass based on total in-cylinder mass is a function of residual gas fraction. This estimation is essential to compute the fuel mass to be injected. This paper proposes an algorithm, based on physical equations, which estimates the in-cylinder total mass based on cylinder pressure. A residual gas model, which computes the burned gas fraction, is then used to determine the fresh air mass. The paper shows that the algorithm, tested on a Spark Ignited engine, is very robust to noise. To test the estimator several parameters are varied: valve timing, cylinder pressure sampling period, residual gas fraction, cylinder pressure offset and exhaust gas temperature.

To meet future pollutant emissions standards, it is crucial to be able to estimate not only the cycle by cycle mass, but also the cycle by cycle composition of the combustion chamber charge. This charge consists of fresh air, fuel and residual gas from the previous cycle. Unfortunately, the residual gas fraction cannot be directly measured. Therefore, an experimental method has been designed to determine the residual gas fraction. The method is based on an in-cylinder sampling method coupled with CO2 analysis. A residual gas fraction model as a function of engine parameters and operating parameters has been developed. The parameters of the model have been fitted on the experimental results.

To meet future pollutant emissions standards, it is crucial to be able to estimate the cycle by cycle composition of the combustion chamber charge. This charge consists of fresh air, fuel and residual gas from the previous cycle. Unfortunately, the residual gas fraction cannot be directly measured. Therefore, a model of residual gas fraction as a function of engine parameters and operating parameters has been developed. The model has been calibrated with exhaust pipe hydrocarbon measurements using a successive dilution method.

To meet future pollutant emissions standards, it is crucial to be able to estimate the composition of the combustion chamber charge on a cycle by cycle basis. This charge consists of fresh air, fuel and residual gas from the previous cycle. Unfortunately, the residual gas fraction cannot be directly measured. Therefore, a model of residual gas fraction as a function of engine parameters and operating parameters has been developed. The model has been calibrated with exhaust pipe hydrocarbon measurements using a successive dilution method.

One way of improving electronic engine control is to get an insight into the combustion process, using a direct measurement method: this means the sensor must be put straight into the combustion chamber. The reference for analyzing combustion development is the cylinder pressure sensor. Due to the price of this sensor and the added complexity for cylinder head design and manufacturing, cylinder pressure sensors are not conceivable today for mass production. An alternative to the cylinder pressure sensor is the ionization sensor. It seems to be very promising for electronic engine control. Several publications have already demonstrated the benefits of ionization currents sensing for misfire detection, knock detection, closed loop ignition control, air-fuel ratio estimation. On the contrary, other publications have shown severe limitations of the ionization sensor. For example, fuel composition or additives can influence the ionization current.