Development and Experimental Validation of an Adaptive, Piston-Damage-Based Combustion Control System for SI Engines: Part 2—Implementation of Adaptive Strategies

Energies

Nicolò Cavina¹  Enrico Corti¹  Jacopo Mecagni¹  Davide Moro¹  Nahuel Rojo¹  Alessandro Brusa¹  Nicola Silvestri²  Matteo Cucchi² 

[1]Department of Industrial Engineering, School of Engineering and Architecture, University of Bologna, 40126 Bologna, Italy

[2]Ferrari S.p.A., 41053 Maranello MO, Italy

关键词: knock;    combustion;    efficiency improvement;    CO₂ emissions;    control;    adaptive strategy;   

DOI  :  10.3390/en14175342

来源: DOAJ

【 摘 要 】

This work focuses on the implementation of innovative adaptive strategies and a closed-loop chain in a piston-damage-based combustion controller. In the previous paper (Part 1), implemented models and the open loop algorithm are described and validated by reproducing some vehicle maneuvers at the engine test cell. Such controller is further improved by implementing self-learning algorithms based on the analytical formulations of knock and the combustion model, to update the fuel Research Octane Number (RON) and the relationship between the combustion phase and the spark timing in real-time. These strategies are based on the availability of an on-board indicating system for the estimation of both the knock intensity and the combustion phase index. The equations used to develop the adaptive strategies are described in detail. A closed-loop chain is then added, and the complete controller is finally implemented in a Rapid Control Prototyping (RCP) device. The controller is validated with specific tests defined to verify the robustness and the accuracy of the adaptive strategies. Results of the online validation process are presented in the last part of the paper and the accuracy of the complete controller is finally demonstrated. Indeed, error between the cyclic and the target combustion phase index is within the range ±0.5 Crank Angle degrees (°CA), while the error between the measured and the calculated maximum in-cylinder pressure is included in the range ±5 bar, even when fuel RON or spark advance map is changing.

【 授权许可】

Unknown