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Real-Time Modeling of a 48V P0 Mild Hybrid Vehicle with Electric Compressor for Model Predictive Control
... Eco-coasting, as a category of eco-driving, refers to the strategies to roll the vehicle with kinetic energy without traction force [1]. For a conventional car with a gasoline engine and automatic transmission, there are three methods to coast during the deceleration phases: setting the gear in the neutral position and turning the engine to idle [2,3]; shutting fuel injection off when no torque is requested [4,5,6]; manipulating the lock-up clutch to disconnect the engine from powertrain when the engine is off [7,8,9,10]. ...
... With a weighted coefficient α, this term limits the switching numbers of the FCO signal. The cost of (20) subject to the system dynamics (6), (10) and ...
In this paper, two different coasting strategies are proposed: one leverages fuel cut-off and another uses engine start/stop. Engine drag torque and energy-cost used for engine restart are considered in the modeling to give a fair evaluation. Then, the performance of these two coasting methods is evaluated with dynamic programming (DP) under various driving scenarios with different slope profiles. Offline simulation shows that the engine start/stop method outperforms the fuel cut-off method in terms of fuel consumption and travel time by getting rid of the engine drag torque. Furthermore, on-line performance of these two coasting methods is evaluated using Mixed Integer Model Predictive Control (MIMPC). A novel operational constraint on the minimum off steps is added in the MIMPC formulation to avoid frequent switch of the integer variables representing the fuel cut-off and the engine start/stop mechanism. Simulation results show that, for both fuel cut-off and engine start/stop coasting methods, the MPC improves fuel consumption to a level comparable to DP without sacrificing the travel time.
... The deciding criteria for modelling whether knock occurs is the knock integral (KI), calculated based on the Kinetics-Fit-Gasoline model. 17 After a calibration process, the KI is used as a boundary condition for the control of the location of the centre of combustion (MFB50) where 50% of the fuel mass is burned. This is done using a PI controller. ...
48V systems enable not only mild hybrid functionalities such as recuperation or torque assist by a belt-driven starter generator (BSG), but also electrification of accessories and the engine boosting system. To maximize the powertrain efficiency, a proper layout of the electrified system and an optimized distribution of the electric power during transient operation is essential. In this study, a vehicle co-simulation of a conventional powertrain with a downsized turbocharged gasoline engine is extended by a 48V system with an electric compressor (eC) and a BSG. The control functions of the eC and BSG are based on a state-of-the-art vehicle application and calibrated for transient operating conditions. The engine model, which is built using a one-dimensional crank angle resolved approach in GT-POWER, has been validated with measurement data and is used to predict the interaction between the eC and the engine air path. The investigations using the simulation platform show that the 48V eC and the BSG can significantly improve the fuel effïciency if the electric energy consumption is initially neglected. However, when considering the electric energy consumption within the vehicle co-simulation, efficient operation is particularly depending on driver torque demand, the battery state-of-charge and charging effïciency. Hence, intelligent operating strategies are necessary to take advantage of the better torque response and improve fuel consumption at the same time.
This paper presents a real-time capable nonlinear model predictive control (NMPC) strategy to effectively control the driving performance of an electric vehicle (EV) while optimizing thermal utilization. The prediction model is based on an experimentally validated two-node lumped parameter thermal network (LPTN) and one-dimensional driving dynamics. An efficient solver for the trajectory tracking problem is exported using acados and deployed on a dSPACE SCALEXIO embedded system. The lap time of a high-load driving cycle compared to a state-of-the-art derating strategy improved by 2.56% with an energy consumption reduction of 2.43% while respecting the temperature constraints of the electric drive.
Energy management plays a decisive role in the design of efficient 48V mild hybrid drives owing to the limited amounts of energy and power. In particular, strong nonlinearities of an electrified engine air path and the high interaction between the 48V mild hybrid powertrain and the electrical system pose a major challenge. Current research results show the fundamental potential of optimization-based energy management strategies. However there is a lack of optimization-based solutions that allow online direct control of the electrified air path and the electric motor. In this context, this study presents a nonlinear model predictive control (NMPC) approach for a 48V mild hybrid powertrain with an electric supercharger, which is able to simultaneously improve the response behavior and energy consumption. The control concept is developed on the basis of a detailed system description. The special features of optimization-based control for the degrees of freedom of the powertrain, i.e., the belt starter generator (BSG) and the electrified air path through a throttle, waste gate, and electric supercharger (eC), are addressed. After an analysis and verification of the control properties, the NMPC is evaluated in dynamic driving cycle simulations through a comparison with a state-of-the-art rulebased control strategy. The investigations show that the NMPC is able to control the system well even under transient situations with a high influence of disturbance variables. In addition, the NMPC allows a specific and fuel saving use of the 48V system while improving the driving dynamics at the same time.
Electrical turbocharger assist is one of the most critical technologies in improving fuel efficiency of conventional powertrain vehicles. However, strong challenges lie in high efficient operations of the device due to its complexity. In this paper, an integrated framework on characterization, control, and testing of the electrical turbocharger assist is proposed. Starting from a physical characterization of the engine, the impact of the electrical turbocharger assist on fuel economy and exhaust emissions are both analyzed, as well as its controllability. A multi-variable robust controller is designed to regulate the dynamics of the electrified turbocharged engine in a systematic approach. To minimize the fuel consumption in real time, a supervisory level controller is designed to update the setpoints of key controlled variables in an optimal way. Furthermore, a cutting-edge experimental platform based on a heavy-duty diesel engine is built. The developed control strategy has been evaluated in simulations, physical simulations, and experiments. The demonstrated excellent tracking performance, high robustness, and improvements on fuel efficiency strongly support the effectiveness of the proposed framework.
Nowadays, the turbocharger has become one of the key components for automotive spark-ignition engine improvements (fed with both liquid and gaseous fuels), as a support for the boosting and downsizing concept to reduce fuel consumption and exhaust emission. In gasoline engines, the usage of the waste-gate valve typically regulates the maximum boost pressure in the turbocharger system, to protect the engine and the turbocharger at high engine speeds. To improve the transient response at low engine speeds, two-stage turbocharger is widely used. Two-stage systems are composed of several valves to regulate the flow to control the boosting of the system. Like a bypass valve between the turbines, a check valve is present between the compressor and a waste-gate valve for the low-pressure turbines. This article deals with a methodology for characterizing the discharge coefficient of an electronic waste-gate valve in the turbocharger. To estimate the gas flow over the same in one-dimensional models, an empirical model is correlated and validated. For this, a constant-stream experimental work has been carried out on a test rig at different valve position openings, with high turbine inlet temperatures. Finally, an optimal map of discharge coefficient has been drawn out through interpolation method, which can integrate into the full one-dimensional turbocharged engine model system, to calculate the actual mass flow through the waste-gate valve.
Innovative charging concepts such as two-stage turbocharging for gasoline engines, cause high demands on the process control due to the complex, nonlinear system behavior. For complex, nonlinear systems Nonlinear Model-based Predictive Controllers (NMPC) offer a high potential. They are capable of handling coupled multiple-input systems while achieving high control quality and respecting constraints of the system. In the case of turbocharging, considerations to protect components can introduce the necessity to constrain certain system values. This paper presents a two-stage turbocharged gasoline airpath modeling approach which is suited to be used in a NMPC implementation. The control implementation is based on direct optimal control using an online Sequential Quadratic Programming (SQP) type algorithm. For validating the control performance, simulations are conducted. The computation time of the algorithm is determined by implementation on a control prototyping platform for validation of the real-time capability.
Résumé — Modélisation et contrôle de moteurs suralimentés à allumage commandé et à injection directe — Une méthodologie pour la modélisation par composants de moteurs suralimentés est décrite et appliquée. Plusieurs modèles à composants sont considérés et évalués. De plus, de nouveaux modèles sont élaborés incluant l'efficacité du compresseur, le flux dans le compresseur, et le flux dans la turbine. Enfin, deux exemples d'application qui utilisent cette méthodologie et ces modèles de composants sont présentés. Les applications sont, d'une part, la conception d'observateurs et le contrôle du rapport air/carburant de moteurs à allumage commandé, et d'autre part la conception du contrôle de moteurs à injection directe incluant un turbocompresseur à géométrie variable et le recyclage de gaz d'échappe-ment. Abstract — Modeling and Control of Turbocharged SI and DI Engines — A component based mod-eling methodology for turbocharged engines is described and applied. Several component models are compiled and reviewed. In addition new models are developed for the compressor efficiency, compressor flow, and turbine flow. Two application examples are finally given where the modeling methodology and the component models have been used. The applications are, firstly, observer design and air/fuel ratio control of SI engines and, secondly, control design of DI engines with VGT and EGR.
Because the conventional formula for turbulent orifice has an infinite derivative when the pressure difference is zero, ODE solvers may fail during numerical simulation of fluid power circuits. To remedy this, a two-regime orifice flow formula is proposed in which an empirical polynomial laminar flow function is used for small pressure differences. The proposed formula has a smooth transition between laminar and turbulent regimes, and its derivative does not have any singularities.
48 V mild hybrid systems are one of the key technologies to achieve compliance with future emission and CO2 limits. They enable high energy recuperation capabilities and thus offer considerable CO2 reduction potentials at reasonable additional system cost. Moreover, the 48 V technology provides great opportunities to improve additional powertrain functionalities and also the driving pleasure.
A 48 V system supports improved stop-start functionalities and additional boosting by electrical supercharging or torque assist by belt-driven starter generators (BSG).
FEV Europe GmbH has designed a full-featured 48 V mild hybrid demonstrator vehicle on the basis of a Mercedes Benz AMG A45 vehicle with 280 kW internal combustion engine power. The 48 V system consists of a 8 Ah high power battery with lithium iron phosphate (LFP) technology and a 3 kW bidirectional DC/DC converter. The 12.5 kW electric machine is integrated in the belt drive system of the combustion engine (P0 architecture). In addition, a 6.5 kW electrical compressor is used to significantly improve the engine intake air boosting dynamics.
The paper summarizes the key findings of the evaluation of the full featured 48 V mild hybrid vehicle in terms of powertrain functionality. The functions relating to fuel economy are regenerative braking, intelligent load point shifting and “sailing”. The “sailing” operation can be realized with an idling or with a fully stopped engine. The performance and comfort related functions are optimized engine start and combined boosting with the belt-driven starter generator and the electric compressor. Especially, the drive mode selection, deciding between regenerative braking and engine off “sailing” can be supported by predictive driving functions. Thereto, environmental information from onboard or offboard sensors can be used.
The paper details the influence of the different hybrid functionalities on performance and fuel economy of the vehicle. Together with predictive sailing and regenerative braking, the 48 V hybrid vehicle can achieve a fuel economy improvement of up to 17 %.
In addition, an outlook will be given, how advanced driver assistance functionalities or at least ADAS information can be used to further improve the 48 V mild hybrid operation strategies.
By front-loading of the conventional vehicle testing to engine test bench or even further forward to offline simulations, it is possible to assess a large variation of powertrain design parameters and testing manoeuvres in the early development stages. This entails a substantial cost reduction compared to physical vehicle testing and hence an optimisation of the modern powertrain development process. This approach is often referred to as road-to-rig-to-desktop. To demonstrate the potential of this road-to-rig-to-desktop methodology as a seamless development process, a crank angle–resolved real-time engine model for a turbocharged gasoline engine was built with the simulation tool GT-POWER®. The model was validated with measurement data from an engine test bench and integrated into a vehicle co-simulation, which also includes a dual clutch transmission, the chassis, the environment and the automated driver. The most relevant functions of the engine and the transmission control systems were implemented in a Simulink-based software control unit. To verify the engine model in the transient vehicle simulation, two 900-s time windows from a 2-h real driving emission test, representing urban and motorway conditions, are simulated using the developed co-simulation platform. The simulation results are compared with the respective vehicle measurement data. The fuel consumption deviation caused by the combustion engine model is within 5%. The transient system behaviour and the dominant engine operation points could be predicted with a satisfying accuracy.
New 12V/48V power net architectures are potential
solutions to close the gap between customer needs
and legislative requirements. In order to exploit their
potential, an increased effort is needed for functional implementation
and hardware integration. Shifting of development
tasks to earlier phases (frontloading) is a promising solution
to streamline the development process and to increase the
maturity level at early stages.
This study shows the potential of the frontloading of
development tasks by implementing a virtual 48V mild
hybridization in an Engine-in-the-Loop (EiL) setup. Advanced
simulation technics like Functional Mock-up Interface (FMI)
based co-simulation are utilized for the seamless integration
of the real time simulation models and allow a modular simulation
framework as well as a decrease in development time.
As base line, an existing and validated co-simulation
consisting of a GT-POWER engine model, a SimulationX
transmission model, and a dSPACE ASM vehicle dynamics
model is used. A Simulink-based dual 12V/48V power net
model is developed to extend the base model. The 48V side is
mainly composed of a belt driven starter generator (BSG) that
is directly connected to the combustion engine (P0-layout)
and a 48V Li-Ion battery. The 48V side is coupled via a bidirectional
DC/DC to the 12V Absorbent Glass Mat (AGM)-
battery and the 12V loads.
In the next step, an engine test bench is coupled with the
real time simulation by replacing the simulated combustion
engine. Extensive tests are carried out on the Engine-in-the-
Loop test bench, considering new legislative test requirements
like WLTC (Worldwide harmonized Light vehicles Test Cycle)
and RDE (Real Drive Emission). The results show the great
emission reduction potential of 48V mild hybrids and proof
that the frontloading-based EiL methodology is a promising
solution to validate the system behavior with a heterogeneous
cyber-physical test setup.
Gasoline engine downsizing is already established as a technology for reducing vehicle CO2 emissions. Further benefits are possible through more aggressive downsizing, however, the tradeoff between the CO2 reduction achieved and vehicle drivability limits the level of engine downsizing currently adopted by vehicle manufacturers. This paper will present the latest results achieved from a very heavily downsized engine, and resulting demonstrator vehicle, featuring eSupercharging in combination with a conventional turbocharger. The original 1.2 litre, 3-cylinder, MAHLE downsizing engine has been re-configured to enable a specific power output in excess of 160 kW/litre. Of key importance is a cost effective, efficient and flexible boosting system. The Aeristech eSupercharger, operating at 48 V, enables the transient response and low speed torque to be more than recovered, enabling both very high specific output and specific torque characteristic with excellent transient response and drive-ability characteristics, clearly demonstrating eSupercharging as a key technology for enabling further engine downsizing. The resulting heavily downsized engine has been installed into a demonstrator vehicle that also features an advanced 48 V lead-carbon battery pack and a 48 V belt-driven integrated starter generator (BISG). The battery and BISG have been selected to enable the continuous high-output (6 kW) operation of the eSupercharger to support prolonged operation of the engine at low speed and high-torque output. The fuel consumption of the resulting demonstrator vehicle has been analysed over a number of drive-cycles and the benefits of the downsized engine in conjunction with the complete mild-hybrid system have been assessed.
Am Versuchsfahrzeug mit 48-V-Bordnetz, elektrischem Zusatzverdichter und Riemenstartergenerator untersucht FEV, wie sich die NOx-Rohemissionen des Dieselmotors in Lastsprüngen sowie der Kraftstoffverbrauch absenken lassen.
Achieving efficiency requirements and continuously decreasing CO2 limits, the spread of tasks in automotive electrical system development has clearly grown. Improvements of the power net are mandatory to face the challenges of increasing electrical energy consumption, new comfort and assistance functions, and further electrification. Novel power net topologies with dual battery and dual voltage promise a significant increase of efficiency with moderate technological and financial effort. Depending on the vehicle segment, either an extension of established 12 V micro hybrid technologies or a 48 V mild hybridization is possible. Both technologies have the potential to reduce fuel consumption by implementing advanced stop/start and sailing functionalities. The additional engine stop phases and even the reduced driving resistance have positive impacts on the fuel consumption but lead to higher load on the electrical system and an energy deficit by reducing recuperation and charging phases. Therefore, the power net architecture and electrical energy management play an essential role with regard to safety and efficiency issues. The first step of this study is an examination of stop/start and sailing by analyzing extensive real world driving measurements of a C-segment vehicle. The sailing function decouples the engine in situations without driver torque request while the engine remains in idle. Fuel and electrical energy consumption are analyzed in detail on defined test routes with varying electrical load. Secondly, simulations are carried out to evaluate the impacts of advanced sailing functionalities. A vehicle simulation is coupled to a dedicated power net simulation and calibrated to the real world driving measurements in a hardware-in-the-loop environment. An engine off sailing algorithm is implemented and the effects on fuel consumption and electrical energy balance are evaluated under varying boundary conditions. These analyses are conducted in several dual battery and dual voltage architectures. Starting from those results, requirements for prospective automotive power nets can be derived in order to give an outlook for further opportunities and optimization potential.Achieving efficiency requirements and continuously decreasing CO2 limits, the spread of tasks in automotive electrical system development has clearly grown. Improvements of the power net are mandatory to face the challenges of increasing electrical energy consumption, new comfort and assistance functions, and further electrification. Novel power net topologies with dual battery and dual voltage promise a significant increase of efficiency with moderate technological and financial effort. Depending on the vehicle segment, either an extension of established 12 V micro hybrid technologies or a 48 V mild hybridization is possible. Both technologies have the potential to reduce fuel consumption by implementing advanced stop/start and sailing functionalities. The additional engine stop phases and even the reduced driving resistance have positive impacts on the fuel consumption but lead to higher load on the electrical system and an energy deficit by reducing recuperation and charging phases. Therefore, the power net architecture and electrical energy management play an essential role with regard to safety and efficiency issues. The first step of this study is an examination of stop/start and sailing by analyzing extensive real world driving measurements of a C-segment vehicle. The sailing function decouples the engine in situations without driver torque request while the engine remains in idle. Fuel and electrical energy consumption are analyzed in detail on defined test routes with varying electrical load. Secondly, simulations are carried out to evaluate the impacts of advanced sailing functionalities. A vehicle simulation is coupled to a dedicated power net simulation and calibrated to the real world driving measurements in a hardware-in-the-loop environment. An engine off sailing algorithm is implemented and the effects on fuel consumption and electrical energy balance are evaluated under varying boundary conditions. These analyses are conducted in several dual battery and dual voltage architectures. Starting from those results, requirements for prospective automotive power nets can be derived in order to give an outlook for further opportunities and optimization potential.
The complexity of automobile powertrains grows continuously. At the same time, development time and budget are limited. Shifting development tasks to earlier phases (frontloading) increases the efficiency by utilizing test benches instead of prototype vehicles (road-to-rig approach). Early system verification of powertrain components requires a closed-loop coupling to real-time simulation models, comparable to hardware-in-the-loop testing (HiL). The international research project Advanced Co-Simulation Open System Architecture (ACOSAR) has the goal to develop a non-proprietary communication architecture between real-time and non-real-time systems in order to speed up the commissioning process and to decrease the monetary effort for testing and validation. One major outcome will be a generic interface for coupling different simulation tools and real-time systems (e.g. HiL simulators or test benches). In this paper, we show the seamless transition from a purely simulated vehicle in a MiL (model in the loop) co-simulation to a heterogeneous testing scenario with an engine test bench linked to real-time models. First, the offline co-simulation consisting of a GT-POWER engine model, a SimulationX transmission model and a dSPACE ASM vehicle dynamics model is set up. All models are parametrized based on extensive vehicle measurements. Second, the engine model is substituted by an engine test bench which is coupled with the same real-time simulation of the transmission and the vehicle. A suitable closed-loop interface between the simulation, the dSPACE HiL simulator SCALEXIO® and a test bench automation system is created. Finally, the simulation results and test bench measurements are compared with a real test vehicle. The results show a good congruence and a high potential for the use of test benches and MiL co-simulation in early project phases. Standardization requirements for a real-time capable simulation interface are derived from this use case.
Gasoline engine downsizing is already established as a proven technology to reduce automotive fleet CO2 emissions by as much as 25 %. Further benefits are possible through more aggressive downsizing, however, the trade-off between the CO2 reduction achieved and vehicle drive-ability limits the level of engine downsizing currently adopted. This paper presents results showing the benefits of adding an eSupercharger to a very heavily downsized engine. Measurements are presented from a 1.2 litre, 3-cylinder, engine fitted with an eSupercharger in addition to a conventional turbocharger.
The original MAHLE downsizing engine has been re-configured to enable a specific power output that exceeds 160 kW/litre. Of key importance is a cost effective, efficient and flexible boosting system. The Aeristech eSupercharger, operating at 48 V, enables the transient response and low speed torque to be more than recovered, enabling both very high specific output and specific torque characteristic with excellent transient response and drive-ability characteristics, clearly demonstrating eSupercharging as a key technology for enabling further engine downsizing.
The resulting heavily downsized engine is to be installed into a demonstrator vehicle. The vehicle will feature an advanced 48 V lead-carbon battery pack and a 48 V belt-integrated starter generator (BiSG). The battery and BiSG have been selected to enable the continuous high-output (>6 kW) operation of the eSupercharger to support prolonged operation of the engine at low-speed and high-torque output. The 48 V architecture also enables the use of electrical machines and energy storage systems to reduce drive-cycle CO2 through the recuperation of energy during deceleration events.
The eSupercharging concept described in this paper also provides the potential to enable greater ability to operate with low levels of valve overlap, to help minimise emissions at low engine speeds. The resulting engine layout achieves 193 kW from a 1.2 litre swept volume and 317 Nm torque is available from 1250 min-1, whilst excellent fuel economy and drivability characteristics are retained.
The clear motivation for using 48 volt technology in vehicles is the increasing importance of electricity as a flexible form of energy in vehicles. It can be implemented for both the powertrain and any components in the on-board power supply as a whole. Electrical power also offers other benefits, including an increase in the efficiency of available functionalities and the introduction of brand new functions.
Over the last decades the pollutant emissions of passenger-car diesel engines have been reduced significantly. Particulate emissions were cut back to a minimum with the introduction of diesel particulate filters. The upcoming EU6 exhaust regulation will further reduce the nitrogen-oxide emissions. In many cases an efficient nitrogenoxide exhaust-gas aftertreatment system will be installed. In the years to come, however, the requirements for passenger-car diesel engines will become even more demanding in various regards. On the one hand, current discussions are focusing on the registration of pollutant emissions produced during real driving (RDE, real driving emissions). Compared to the currently applicable European driving cycle for passenger cars future test cycles will include stricter requirements regarding output and transient operations. On the other hand, significant further reductions of CO2 emissions must be achieved for all passenger cars. For this purpose, improvements on the diesel engine (e.g. reduced friction, further development of more efficient combustion methods, etc.) will be complemented by various approaches of hybridization. Robert Bosch GmbH is running comprehensive studies on the optimization of the operating behaviour of hybridized diesel-engine powertrains. The aim of these studies is to develop scalable engine-control functions resulting in the efficient and optimum matching of the diesel engine and the hybridization concept. The functions presented in this paper support the significant further reduction of the NOx emissions of diesel passenger cars especially under real driving conditions while leading only to minor fuel consumption penalties.
Für den Einstieg in die Kompaktklasse wurde bei Mercedes-AMG ein neuer 2,0-l-Vierzylinder-Ottomotor entwickelt, der auf Basis des modularen Baukastens der Vierzylinderaggregate der Mercedes-Benz-BlueDirect-Familie entstanden ist. Die Darstellung der hohen spezifischen Leistung von 133 kW/l machte umfangreiche Modifikationen unter anderem am Grundmotor, an Luftführung und Aufladung sowie auf der Abgasseite notwendig.Hohe Leistung bei geringem VerbrauchMit der Einführung des Mercedes-AMG A45 platzierte AMG erstmalig auf der Basis der A-Klasse von Mercedes-Benz ein Fahrzeug in der Kompaktklasse. Ziel war es, das leistungsstärkste Antriebsaggregat mit dem geringsten Kraftstoffverbrauch im Segment darzustellen. Zudem mussten für den weltweiten Einsatz des Motors alle Emissionsvorschriften inklusive Euro 6 erfüllt werden. Um diese ehrgeizigen Ziele zu erreichen, fiel die Wahl auf ein 2,0-l-Vierzylinderaggregat mit Turboaufladung in Kombination mit den grundlegenden Komponenten des BlueDirect ...
Dieses Werk enthält auf über 1200 Seiten umfassende Informationen über Otto- und Dieselmotoren. In wissenschaftlich anschaulicher und gleichzeitig praxisrelevanter Form sind die Grundlagen, Komponenten, Systeme und Perspektiven dargestellt. Über 140 Autoren aus Theorie und Praxis haben dieses Wissen erarbeitet. Damit haben sowohl Theoretiker als auch Praktiker die Möglichkeit, sich in kompakter Form ausführlich über den neuesten Stand der Motorentechnik zu informieren. Neue Entwicklungen zur Hybridtechnik und alternativen Antrieben wurden aktualisiert. Das Literaturverzeichnis wurde auf über 1400 Stellen erweitert.
Geschichtlicher Rückblick - Einteilung der Hubkolbenmotoren - Kenngrößen - Kennfelder - Thermodynamik - Triebwerk - Motorkomponenten - Tribologie - Ladungswechsel - Aufladung - Gemischbildungsverfahren und -systeme - Zündung - Verbrennungsverfahren - Elektronik - System Antriebsstrang - Sensoren/Aktuatoren - Kühlung - Abgasemissionen - Betriebsstoffe - Filtration - Berechnung und Simulation - Verbrennungsdiagnostik - Kraftstoffverbrauch - Geräuschemissionen - Messtechnik - Hybridantriebe - Alternative Fahrzeugantriebe - Range-Extender - Ausblick
Ingenieure in Motoren- und Fahrzeugentwicklung der Automobilindustrie
Ingenieure in der Komponenten- und Systementwicklung der Zuliefererindustrie
Professoren und Studierende an Hochschulen mit Schwerpunkt Kraftfahrzeugtechnik
Lehrer und Studierende an Fachschulen für Technik mit Schwerpunkt Kraftfahrzeugtechnik
Meister in Betrieben der Kfz-Technik
Dr.-Ing. E. h. Richard van Basshuysen war bei Audi Entwicklungsleiter der Fahrzeug-Komfortklasse und der Motor- und Getriebeentwicklung, Herausgeber der ATZ und MTZ und ist Autor und Herausgeber technisch-wissenschaftlicher Fachbücher. Ihm wurden die Benz-Daimler-Maybach-Ehrenmedaille 2001 des VDI für die Serieneinführung des Pkw-Dieselmotors mit Direkteinspritzung verliehen sowie der hochdotierte Ernst-Blickle-Preis 2000.
Prof. Dr.-Ing. Fred Schäfer, früher Leiter Motorenkonstruktion bei Audi, lehrt heute an der FH Südwestfalen das Fachgebiet Kraft- und Arbeitsmaschinen.
This paper investigates the modelling and the control of a turbocharged air system of a gasoline engine. The purpose of the work described here is to propose a new control strategy based on an original physical model of the system. This first part describes the development of a simple model of the system. Based on a complete representation of the system, some simplifications and assumptions are proposed in order to obtain a model with the adequate level of complexity for an integration in a control law. We describe a model based innovative control strategy. Experimental results are proposed on a 4 cylinder turbocharged gasoline engine. Conclusions stress the possibility of taking into account the model of this system by a simple, yet efficient in practice, control law.
Internal combustion engine modeling is nowadays a widely employed tool for modern engine development. Zero and mono dimensional models of the intake and exhaust systems, combined with multi-zone combustion models, proved to be reliable enough for the accurate evaluation of in-cylinder pressure, which in turn allow the estimation of the engine performance in terms of indicated mean effective pressure (IMEP). In order to evaluate the net engine output, both the torque dissipation due to friction and the energy drawn by accessories must be taken into consideration, hence a model for the friction mean effective pressure (FMEP) evaluation is needed. One of the most used models accounts for engine speed dependent friction by means of a quadratic law, while the effect of engine load (i.e. the thrust that the gas exercises on the piston surface) is considered by means of a linear dependence from the maximum in-cylinder pressure: hence the model requires the calibration of four constants by means of experimental data. The author, on the basis of data acquired during an extensive experimental campaign carried out on the engine test bed, found this model to give an unsatisfying prediction, above all for retarded pressure cycles (i.e. with peak pressure positions higher than 20 crank angle degrees after top dead centre): hence, by means of analysis performed using these experimental data, the author arrived at a new formulation of the friction model, which substantially take into account the effect of engine load by means of the Location of Pressure Peak (LPP). The new model, once calibrated, proved to be effectively more accurate in the prediction of the FMEP than the Chen-Flynn model.
See also at
http://www.emilianopipitone.altervista.org/publication_list.htm
In this chapter, first the notation used throughout this text is defined. It further contains some general remarks on electronic engine control systems and introduces the most common control problems encountered in spark ignition (Otto or gasoline) and compression ignition (Diesel) engine systems. The intention is to show the general motivation for using control systems and to give the reader an idea of the problems that can be tackled by feedforward and feedback control systems for both SI and CI engines. The emphasis in this chapter is on qualitative arguments. The mathematically precise formulation is deferred to subsequent chapters. Those readers not familiar with modern electronic sensors, actuators, and control hardware for automotive applications may want to consult either [7], [108], or [125].
A reduced chemical kinetic mechanism for the oxidation of primary reference fuel (PRF) has been developed and applied to model internal combustion engines. Starting from an existing reduced reaction mechanism for n-heptane oxidation, a new reduced n-heptane mechanism was generated by including an additional five species and their relevant reactions, by updating the reaction rate constants of several reactions pertaining to oxidation of carbon monoxide and hydrogen, and by optimizing reaction rate constants of selected reactions. Using a similar approach, a reduced mechanism for iso-octane oxidation was built and combined with the n-heptane mechanism to form a PRF mechanism. The final version of the PRF mechanism consists of 41 species and 130 reactions. Validation of the present PRF mechanism was performed with measurements from shock tube tests, and HCCI and direct injection engine experiments available in the literature. The results show that the present PRF mechanism gives reliable performance for combustion predictions, as well as computational efficiency improvements for multidimensional CFD simulations.
Hybrid vehicles: Trends in technology development and cost reduction
- J German
German, J., "Hybrid vehicles: Trends in technology
development and cost reduction", International Council on
Clean Transportation (ICCT) Technical Brief No. 1, July 2015
Downsized Gasoline Engine and 48 V Eco Drive -An Integrated Approach to Improve the Overall Propulsion System Efficiency
- D Schoppe
- T Knorr
- F Graf
- B Klingseis
Schoppe, D., Knorr, T., Graf, F., Klingseis, B. et al.,
"Downsized Gasoline Engine and 48 V Eco Drive -An
Integrated Approach to Improve the Overall Propulsion System
Efficiency", 35 th International Vienna Motor Symposium 2014,
Vienna, Austria, In: Fortschritt-Berichte VDI Reihe 12, Issue
777, Pages 393-419, VDI Verlag, Düsseldorf, 2014, ISBN
9783183777129
Extreme downsizing for gasoline engines -fun to drive with extremely low emissions
- T Uhlmann
- H Baumgarten
- B Franzke
Uhlmann, T., Baumgarten, H., Franzke, B., et al., "Extreme
downsizing for gasoline engines -fun to drive with extremely
low emissions", In: Internationaler Motorenkongress 2016,
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