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The control of NOX emissions by exhaust gas recirculation (EGR) is of widespread application. However, despite dramatic improvements in all aspects of engine control, the subtle mixing processes that determine the cylinder-to-cylinder distribution of the recirculated gas often results in a mal-distribution that is still an issue for the engine designer and calibrator. In this paper we demonstrate the application of a relatively straightforward technique for the measurement of the absolute and relative dilution quantity in both steady state and transient operation. This was achieved by the use of oxygen sensors based on standard UEGO (universal exhaust gas oxygen) sensors but packaged so as to give good frequency response (∼ 10 ms time constant) and be completely insensitivity to the sample pressure and temperature. Measurements can be made at almost any location of interest, for example exhaust and inlet manifolds as well as EGR path(s), with virtually no flow disturbance.

Recent work has investigated the use of O₂ concentration in the intake manifold as a control variable for diesel engines. It has been recognized as a very good indicator of NOX emissions especially during transient operation, however, much of the work is concentrated on estimating the O₂ concentration as opposed to measuring it. This work investigates Universal Exhaust Gas Oxygen (UEGO) sensors and their potential to be used for such measurements. In previous work it was shown that these sensors can be operated in a controlled pressure environment such that their response time is of the order 10 ms. In this paper, it is shown how the key causes of variation (and therefore potential sources of error) in sensor output, namely, pressure and temperature are largely mitigated by operating the sensors in such an environment. Experiments were undertaken on a representative light-duty diesel engine using modified UEGO sensors in the intake and exhaust system.

A key challenge in achieving good transient performance of highly boosted engines is the difficulty of accelerating the turbocharger from low air flow conditions (“turbo lag”). Multi-stage turbocharging, electric turbocharger assistance, electric compressors and hybrid powertrains are helpful in the mitigation of this deficit, but these technologies add significant cost and integration effort. Air-assist systems have the potential to be more cost-effective. Injecting compressed air into the intake manifold has received considerable attention, but the performance improvement offered by this concept is severely constrained by the compressor surge limit. The literature describes many schemes for generating the compressed gas, often involving significant mechanical complexity and/or cost. In this paper we demonstrate a novel exhaust assist system in which a reservoir is charged during braking.

Delivering acceptable low end torque and good transient response is a significant challenge for all turbocharged engines. As downsized gasoline engines and Diesel engines make up a larger and larger proportion of the light-duty engines entering the market, the issue takes on greater significance. Several schemes have been proposed to improve torque response in highly boosted engines, including the use of electrical assist turbochargers and compressed air assist. In this paper we examine these methods with respect to their effectiveness in improving transient response and their relative performance along with some of the practical considerations for real world application. Results shown in this paper are from 1-D simulations using the Ricardo WAVE software package.

The information provided by the in-cylinder pressure signal is of great importance for modern engine management systems. The obtained information is implemented to improve the control and diagnostics of the combustion process in order to meet the stringent emission regulations and to improve vehicle reliability and drivability. The work presented in this paper covers the experimental study and proposes a comprehensive and practical solution for the estimation of the in-cylinder pressure from the crankshaft speed fluctuation. Also, the paper emphasizes the feasibility and practicality aspects of the estimation techniques, for the real-time online application. In this study an engine dynamics model based estimation method is proposed. A discrete-time transformed form of a rigid-body crankshaft dynamics model is constructed based on the kinetic energy theorem, as the basis expression for total torque estimation.

Common-rail fuel injection systems on modern light-duty diesel engines are effectively able to respond instantaneously to changes in the demanded injection quantity. In contrast, the air-system is subject to significantly slower dynamics, primarily due to filling/emptying effects in the manifolds and turbocharger inertia. The behavior of the air-path in a diesel engine is therefore the main limiting factor in terms of engine-out emissions during transient operation. This paper presents a simple mean-value model for the air-path during throttled operation, which is used to design a feed-forward controller that delivers very rapid changes in the in-cylinder charge properties. The feed-forward control action is validated using a state-of-the-art sampling system that allows true cycle-by-cycle measurement of the in-cylinder CO₂ concentration.

A technique is presented for measuring the exhaust gas recirculation (EGR) and residual gas fraction (RGF) using a fast UEGO-based O₂ measurement of the manifold or in-cylinder gases, and of the exhaust gases. The technique has some advantages over the more common CO₂-based method. In the case of an RGF measurement, fuel interference must be eliminated and special fuelling arrangements are required. It is shown how a UEGO-based measurement, though sensitive to reactive species in the exhaust (such as H₂), as a system reports EGR/RGF rates faithfully. Preliminary tests showed that EGR and RGF measurements using the O₂ approach agreed well with CO₂-based measurements.

A novel method of measuring cylinder gas temperature in an internal combustion engine cylinder is introduced. The physical basis for the technique is that the flow rate through an orifice is a function of the temperature of the gas flowing through the orifice. Using a pressure transducer in the cylinder, and another in a chamber connected to the cylinder via an orifice, it is shown how the cylinder temperature can be determined with useful sensitivity. In this paper the governing equations are derived, which show that the heat transfer characteristics of the chamber are critical to the performance of the system, and that isothermal or adiabatic conditions give the optimum performance. For a typical internal combustion engine, it is found that the pre-compression cylinder temperature is related to the chamber pressure late in the compression process with sensitivity of the order of 0.005 bar/K.

In HCCI engines, the Air/Fuel Ratio (AFR) and Residual Gas Fraction (RGF) are difficult to control during the SI-HCCI-SI transition, and this may result in incomplete combustion and/or high pressure raise rates. As a result, there may be undesirably high engine load fluctuations. The objectives of this work are to further understand this process and develop control methods to minimize these load fluctuations. This paper presents data on instantaneous AFR and RGF measurements, both taken by novel experimental techniques. The data provides an insight into the cyclic AFR and RGF fluctuations during the switch. These results suggest that the relatively slow change in the intake Manifold Air Pressure (MAP) and actuation time of the Variable Valve Timing (VVT) are the main causes of undesired AFR and RGF fluctuations, and hence an unacceptable Net IMEP (NIMEP) fluctuation. We also found large cylinder-to-cylinder AFR variations during the transition.

An established Stochastic Reactor Model (SRM) is used to simulate the transition from Spark Ignition (SI) to Homogeneous Charge Compression Ignition (HCCI) combustion mode in a four-cylinder in-line four-stroke naturally aspirated direct injection SI engine with cam profile switching. The SRM is coupled with GT-Power, a one-dimensional engine simulation tool used for modeling engine breathing during the open valve portion of the engine cycle, enabling multi-cycle simulations. The mode change is achieved by switching the cam profiles and phasing, resulting in a Negative Valve Overlap (NVO), opening the throttle, advancing the spark timing and reducing the fuel mass as well as using a pilot injection. A proven technique for tabulating the model is used to create look-up tables in both SI and HCCI modes. In HCCI mode several tables are required, including tables for the first NVO, transient valve timing NVO, transient valve timing HCCI and steady valve timing HCCI and NVO.

Gasoline Homogeneous Charge Compression Ignition (HCCI) combustion has been studied widely in the past decade. However, in HCCI engines using negative valve overlap (NVO), there is still uncertainty as to whether the effect of pilot injection during NVO on the start of combustion is primarily due to heat release of the pilot fuel during NVO or whether it is due to pilot fuel reformation. This paper presents data taken on a 4-cylinder gasoline direct injection, spark ignition/HCCI engine with a dual cam system, capable of recompressing residual gas. Engine in-cylinder samples are extracted at various points during the engine cycle through a high-speed sampling system and directly analysed with a gas chromatograph and flame ionisation detector. Engine parameter sweeps are performed for different pilot injection timings and quantities at a medium load point.

The objective of this study was to examine the operating characteristics of a light duty multi cylinder compression ignition engine with regular gasoline fuel at low engine speed and load. The effects of fuel stratification by means of multiple injections as well as the sensitivity of auto-ignition and burn rate to intake pressure and temperature are presented. The measurements used in this study included gaseous emissions, filter smoke opacity and in-cylinder indicated information. It was found that stable, low emission operation was possible with raised intake manifold pressure and temperature, and that fuel stratification can lead to an increase in stability and a reduced reliance on increased temperature and pressure. It was also found that the auto-ignition delay sensitivity of gasoline to intake temperature and pressure was low within the operating window considered in this study.

A previously developed Stochastic Reactor Model (SRM) is used to simulate combustion in a four cylinder in-line four-stroke naturally aspirated direct injection Spark Ignition (SI) engine modified to run in Homogeneous Charge Compression Ignition (HCCI) mode with a Negative Valve Overlap (NVO). A portion of the fuel is injected during NVO to increase the cylinder temperature and enable HCCI combustion at a compression ratio of 12:1. The model is coupled with GT-Power, a one-dimensional engine simulation tool used for the open valve portion of the engine cycle. The SRM is used to model in-cylinder mixing, heat transfer and chemistry during the NVO and main combustion. Direct injection is simulated during NVO in order to predict heat release and internal Exhaust Gas Recycle (EGR) composition and mass. The NOx emissions and simulated pressure profiles match experimental data well, including the cyclic fluctuations.

Partially premixed compression ignition (PPCI) engines operating with a low temperature highly homogeneous charge have been demonstrated previously using conventional diesel fuel. The short ignition delay of conventional diesel fuel requires high fuel injection pressures to achieve adequate premixing along with high levels of EGR (exhaust gas recirculation) to achieve low NOx emissions. Low load operating regions are typified by substantial emissions of CO and HC and there exists an upper operating load limitation due to very high rates of in-cylinder gas pressure rise. In this study mixtures of gasoline and diesel fuel were investigated using a multi-cylinder light duty diesel engine. It was found that an increased proportion of gasoline fuel reduced smoke emissions at higher operating loads through an increase in charge premixing resulting from an increase in ignition delay and higher fuel volatility.

Highly homogeneous compression ignition is difficult to achieve in a direct injection diesel engine. The difficulty of achieving adequate fuel vaporization and the problems of fuel spray wall impingement are the main factors. Limitation of the maximum operating load results from high rates of pressure rise that occur in this combustion regime. The levels of HC and CO emissions are raised substantially when compared with conventional combustion and remain a significant emission factor. In this study, two methods of achieving highly homogeneous combustion in a direct injection diesel engine were investigated, Nissan MK type and early injection. The effects of fuel injection pressure, injection timing, EGR level, EGR cooler efficiency and compression ratio were examined using a conventional 4 cylinder 2.0L common rail diesel engine with 18.4:1 and 14.4:1 compression ratios.

This paper is concerned with the Residual Gas Fraction measurement and estimation on a Homogeneous Charge Compression Ignition (HCCI) engine. A novel in-cylinder gas sampling technique was employed to obtain cyclic dynamic measurements of CO2 concentration in the compression stroke and in combination with CO2 concentration measurements in the exhaust stroke, cyclic Residual Gas Fraction was measured. The measurements were compared to estimations from a physical, 4-cylinder, single-zone model of the HCCI cycle and good agreement was found in steady engine running conditions. Some form of oscillating behaviour that HCCI exhibits because of exhaust gas coupling was studied and the model was modified to simulate this behaviour.

Simple air-path models for modern (VGT/EGR equipped) diesel engines are in common use, and have been reported in the literature. This paper addresses some of the shortcomings of control-oriented models to allow better prediction of the cylinder charge properties. A fast response CO2 analyzer is used to validate the model by comparing the recorded and predicted CO2 concentrations in both the intake port and exhaust manifold of one of the cylinders. Data showing the recorded NOx emissions and exhaust gas opacity during a step change in engine load illustrate the spikes in both NOx and smoke seen during transient conditions. The predicted cylinder charge properties from the model are examined and compared with the measured NOx and opacity. Together, the emissions data and charge properties paint a consistent picture of the phenomena occurring during the transient. Alternative strategies for the fueling and cylinder charge during these load transients are investigated and discussed.

Particulate emissions from IC engines associated with transient engine conditions are very important (similar to the legislated gaseous emissions). This is true both during real-world and test cycle driving. This paper describes an instrument for measuring the number of particles, and their spectral weighting, in the 5nm to 1000nm size range, with a time response of 200ms. This is achieved via an electrostatic classification technique, consisting of a diffusion charger followed by a multi-element, constant voltage, classifier. Conversion of the data to other metrics, such as mass, is also described. Results are presented from artificial test aerosols and from light and heavy duty diesel engines on standard test cycles.

The parameterization of variable geometry turbochargers for mean-value modeling is typically based on compressor and turbine flow and efficiency maps provided by the supplier. At low turbocharger speeds, and hence low airflows, the heat exchange via the turbocharger housing affects the temperature-based measurements of the efficiencies. Therefore, the low-speed operating regime of the turbocharger is excluded from the supplied maps and mean-value models mainly rely on extrapolation into this region, which is regularly met in emission drive cycles, and hence of significance. This paper presents experimental data from a 2.0-liter turbocharged common-rail diesel engine. While the flow maps extend from the high-speed region in a natural way, the efficiency maps are severely affected by the heat transfer effect. It is argued that this effect should be included in the mean-value model.

The effect of a variable camshaft timing (VCT) disturbance on air-to-fuel ratio (AFR) signal is investigated for a twin-independent (TI) VCT engine. Different types of VCT disturbances on AFR signal are investigated. Gaseous fuel experiments are performed in addition to conventional petrol fuel experiments to show that not all the transient VCT disturbances acting on AFR are due to changes in air path dynamics. Experiments show that varying exhaust valve closing (EVC) timing has a significant effect on the air path dynamics and is an important cause of transient AFR deviations. However varying EVC does not affect the fuel puddle significantly. On the other hand varying inlet valve opening (IVO) timing has a strong effect on the fuel puddle size and is also an important cause of transient AFR deviations. Thus for superior transient AFR control in TI-VCT engines, it is essential to model not only the effects of valve timings on air path dynamics but also on the fuel path dynamics.