Browse Topic: Engine control systems

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Analysis Techniques for Racecar Data Acquisition [mms update 07.03.25]R-367To be published on 03/22/2099
Data acquisition has become an invaluable tool for establishing racecar - and car/driver - performance. Now that the ability exists to analyze each and every performance parameter for car and driver, accurate use of this data can provide a key advantage on the racetrack. This book provides a thorough overview of the varied methods for analyzing racecar data acquisition system outputs, with a focus on vehicle dynamics.
Segers, Jorge
HELICOPTER TURBOSHAFT ENGINE IDLE POWER SCHEDULINGAIR4121 (Current)11/26/2025
The purpose of this AIR (Aerospace Information Report) is to provide aircraft and engine designers with a better understanding of helicopter turboshaft engine idle power characteristics and objectives to be considered in the design process. Idle is the lowest steady state power setting. At this setting, the engine typically does not produce enough power to obtain governed output shaft speed (i.e. the shaft speed is determined by the load imposed by the aircraft). In the aircraft, the engine is typically stabilized at this power setting after starting, prior to taxi and for some period of time after rotor shutdown for cool down prior to engine shutoff. Traditionally, the aircraft designer wants idle power scheduled as low as possible and of course, does not want any resulting aircraft operational difficulties such as overcoming the rotor brake. The engine designer, however, desires a higher scheduled power because of the reduced probability of engine operational problems. The attributes of conflicting idle desires are discussed. Other inputs are also considered to establish the engine idle power settings. The information contained herein will assist in the early design phase and ultimately will result in a more optimum match between engine and aircraft requirements.
S-12 Powered Lift Propulsion Committee
Guidelines for Engine Component TestsARP5757B (Current)11/26/2025
This SAE Aerospace Recommended Practice (ARP) provides guidance for substantiating the airworthiness of aircraft engine components. Generally these components are associated with the engine control system, the system or systems that allow the engine to provide thrust or power as demanded by the pilot of the aircraft while also ensuring the engine operates within acceptable operating limits. But these components may also include hardware and systems associated with engine lubrication, engine or aircraft hydraulic or electrical systems, aircraft environmental control systems, thrust reverser control, or similar aircraft or engine propulsion system functions. This paper develops the concept of using a 26 item matrix of environmental conditions for evaluating aircraft engine component airworthiness. This approach is compatible with current practices used in the industry and has been accepted by engine certification authorities as part of engine certification programs.
E-36 Electronic Engine Controls Committee
Guidelines for the Integration of Electronic Engine Control Systems for Transport Category (Part 25) and General Aviation (Part 23) AircraftAIR5924B (Current)11/26/2025
This SAE Aerospace Information Report (AIR) provides methodologies and approaches that have been used to install and integrate full-authority-digital-engine-control (FADEC) systems on transport category aircraft. Although most of the information provided is based on turbofan engines installed on large commercial transports, many of the issues raised are equally applicable to corporate, general aviation, regional and commuter aircraft, and to military installations, particularly when commercial aircraft are employed by military users. The word “engine” is used to designate the aircraft propulsion system. The engine station designations used in this report are shown in Figure 1. Most of the material concerns an Electronic Engine Control (EEC) with its associated software, and its functional integration with the aircraft. However, the report also addresses the physical environment associated with the EEC and its associated wiring and sensors. Since most of today’s transport category engines use dual-channel full-authority digital engine control (FADEC) systems, this is the configuration which is addressed. A typical FADEC system configuration is shown in Figure 2.
E-36 Electronic Engine Controls Committee
LIN Network for Vehicle ApplicationsJ2602-1_202510 (Current)10/1/2025
This document covers the requirements for SAE implementations based on ISO 17987:2016. Requirements stated in this document will provide a minimum standard level of performance to which all compatible ECUs and media shall be designed. This will assure full serial data communication among all connected devices regardless of supplier.The goal of SAE J2602-1 is to improve the interoperability and interchangeability of LIN devices within a network by adding additional requirements that are not present in ISO 17987:2016 (e.g., fault tolerant operation, network topology, etc.).The intended audience includes, but is not limited to, ECU suppliers, LIN controller suppliers, LIN transceiver suppliers, component release engineers, and vehicle system engineers.The term “master” has been replaced by “commander” and term “slave” with “responder” in the following sections.
Vehicle Architecture For Data Communications Standards
ACHIEVING 44% THERMAL EFFICIENCY in TODAY’S ENGINES “More for Less”2024-01-318811/15/2024
ABSTRACT The US Army is seeking improvements in the fuel efficiency of their military vehicles.. They have initiated a number of R&D projects aimed at advancing the state-of-the-art of powertrain efficiency including demonstration in a laboratory environment. This effort will set a benchmark for the vehicle integrators, allowing them to improve future vehicle offerings. The SAIC, AVL, Badenoch, QinetiQ and Ker-Train Research team offered powertrain solutions from 7 Tons to 40 Tons that achieved the goal of 44% thermal efficiency and the stringent flexible fuel and emissions requirements. In each of these offerings the team was able to identify modifications to existing engines that allowed dramatic improvements in the thermal efficiency. These efficiency improvements were achieved through a combination of techniques, combustion cycle adjustments using in-cylinder pressure monitoring and precise control of fuel injector timing, and turbo-compounding. For the R&D project, the fuel injector timing will be controlled using commercial engine development hardware and software. The high speed hardware emulates the engine control module but allows the developer to finely tune the fuel injection to maximize the 50% Maximum Fuel Burn point (MFB50) with only limited NOx production. This will be accomplished using a variety of fuels and maintaining the output power to within 2% of the engine’s nominal rating. This paper will describe the fundamental diesel combustion process that must be controlled and techniques for usable power extraction from the waste exhaust gases to provide this performance. It will describe the engine development tools that enable these controls changes to be realized within a vehicle development cycle and retain the baseline engine maturity.
McDowell, Jim, Hunter, Gary L., Hennessy, Chris
ENGINE, BATTERY AND VEHICLE SIMULATION STRATEGIES FOR TRANSMISSION TESTING2024-01-311711/15/2024
WHY DO WE NEED SIMULATIONS? This paper is intended to provide a broad presentation of the simulation techniques focusing on transmission testing touching a bit on power train testing. Often, we do not have the engine or vehicle to run live proving ground tests on the transmission. By simulating the vehicle and engine, we reduce the overall development time of a new transmission design. For HEV transmissions, the battery may not be available. However, the customer may want to run durability tests on the HEV motor and/or the electronic control module for the HEV motor. What-if scenarios that were created using software simulators can be verified on the test stand using the real transmission. NVH applications may prefer to use an electric motor for engine simulation to reduce the engine noise level in the test cell so transmission noise is more easily discernable.
Johnson, Bryce
test download manager cache issue 12/27/2023 at 9 amSAE-PP-0908512/27/2023
test download manager cache issue 12/27/2023 at 9 am
Mutagaana, Festo
Regression 11/1/23SAE-PP-0892211/1/2023
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Mutagaana, Festo
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Rickard, Christopher, SintzUSER, Jeneane
1/21/2022 12:00 PM - testing pdf uploadSAE-PP-005101/21/2022
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Mutagaana, Festo, Mutz, Jennifer
O-Ring Groove Design for Metric O-Ring Seals Used in Static Radial Compression Applications Specifically for Engine and Engine Control SystemsMAP3440A (Current)11/9/2021
This SAE Recommended Practice provides the design criteria for static elastomeric O-ring seals used specifically in engine and engine control systems. It provides radial compression groove dimensions for aerospace metric O-ring sizes specified in MA2010. The conditions considered to formulate the design criteria are also described, e.g., seal stretch, cross-section reduction, seal squeeze, and swell.
A-6C2 Seals Committee
Calculations and Background Information Used to Specify the Dimensions in AS6235AIR7358 (Current)11/9/2021
This SAE Aerospace Information Report (AIR) contains a description of the design approach, the calculations, some comparisons to alternate SAE Aerospace Recommended Practice (ARP) documents, and the background information used to generate the standard face seal gland dimensions specified in AS6235. NOTE: This AIR should be read in conjunction with AS6235. In some instances, the information contained within AS6235 is repeated for clarity.
A-6C2 Seals Committee
testing author buckets: pending, published, rejectedSAE-PP-0048710/27/2021
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MobrxivNonAdmin, Lindsay, SintzUSER, Jeneane, SintzADMIN, JenEANE
confirmation testSAE-PP-004178/31/2021
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SintzADMIN, Jeneane, SintzUSER, Jeneane, Mutagaana, Festo, Anthony, Lindsay, Mutagaana, Festo, SintzUSER, Jeneane
2 jms 8/27SAE-PP-004158/27/2021
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SintzUSER, Jeneane, SintzADMIN, Jeneane
Static Axial O-Ring Seal Applications Without Anti-Extrusion Devices for Engine and Engine Control SystemsARP1234D (Historical)8/26/2021
This document establishes standard gland design criteria and dimensions for static axial O-ring seal applications without anti-extrusion devices specifically for engines and engine control systems operating at a maximum pressure of 1500 psi (10345 kPa). NOTE: The criteria herein are similar, but not identical, to those in AS4716 and the legacy standard MIL-G-5514.
A-6C2 Seals Committee
Regulated Intake Air Boosting and Engine Downspeeding as a Viable Solution for Performance Improvement and Emission Reduction of a Single-Cylinder Diesel Engine03-15-02-00098/16/2021
The present work proposes a viable approach to develop single-cylinder diesel engines for the future by implementing regulated intake air boosting (RIAB) and engine downspeeding (ED) along with the well-established low compression ratio (LCR) approach. The investigations were conducted in a mass-production light-duty single-cylinder diesel engine initially equipped with a naturally aspirated (NA) intake system. By lowering the compression ratio (CR) and implementing the intake air boosting (IAB) using a belt-driven supercharger, the maximum brake mean effective pressure (BMEP) of the engine could be increased by 50%. More importantly, the improved performance could be achieved without violating the peak firing pressure (PFP) limits. However, a significant penalty was observed in the brake-specific fuel consumption (BSFC) at low-load operating points due to the additional power consumption of the IAB system. Hence, RIAB was implemented to optimize the boost pressure with respect to engine load to simultaneously reduce the BSFC and oxides of nitrogen (NOx) and soot emissions. Further, the increased full-load performance of the engine was leveraged to implement the ED approach that could reduce the operating speeds of the engine by 37.8%. It was observed that the benefits of downspeeding a supercharged engine are significantly high due to the simultaneous reduction of the frictional losses of the base engine and the power consumption of the supercharger. Overall, by combining the above concepts and the proven LCR approach, significant benefits could be achieved in fuel economy and exhaust emissions that are quantified for the regulatory Modified Indian Drive Cycle (MIDC) using a one-dimensional tool. The obtained results show a net reduction of 77.8% and 39.5% in the soot and NOx emissions, respectively. Moreover, a significant benefit of 14.8% could be achieved in the fuel economy. Thus the proposed approach can be used to develop single-cylinder diesel engines for the future to improve vehicle performance and comply with stringent emission regulations.
Vikraman, V., Krishnasamy, Anand, Ramesh, A.
Engine Intake Air Water Separation Test ProcedureJ2554_202104 (Current)4/22/2021
This water separation technical report has been established to cover heavy-duty engine intake filter systems. It may also be applicable to some automotive and industrial air inlet systems where water separation is an issue.
Air Cleaner Test Code Standards Committee
Gland Design Criteria and Dimensions for Dynamic Radial O-Ring Seal Applications Specifically for Engine and Engine Control Systems Operating at 1500 psi MaxARP1233B (Current)4/14/2021
This document recommends standard gland design criteria and dimensions for dynamic radial O-ring seal applications specifically for engine and engine control systems operating at pressures up to a maximum of 1500 psi (10342.14 kPa) and provides recommendations for modifying these glands in special applications. There are no provisions in this document for anti-extrusion devices. NOTE: The criteria set forth here are similar to but not identical with those in MIL-G-5514 and AS4716. This document is not intended to replace MIL-G-5514 or AS4716 for hydraulic applications.
A-6C2 Seals Committee
Power and Torque Determination for UAS Engines Having Maximum Power Ratings at or Below 22.4 kWARP6971 (Current)4/7/2021
This recommended practice is applicable to reciprocating engines powering unmanned aerial vehicles (UAV) having rated power values less than 22.4 kW, and which are not to be used for human transport.
E-39 Unmanned Aircraft Propulsion Committee
Analytical Methods for Aircraft Seat Design and EvaluationARP5765B (Current)3/30/2021
This SAE Aerospace Recommended Practice (ARP) defines a means of assessing the credibility of computer models of aircraft seating systems used to simulate dynamic impact conditions set forth in Title 14, Code of Federal Regulations (14 CFR) Parts 23.562, 25.562, 27.562, and 29.562. The ARP is applicable to lumped mass and detailed finite element seat models. This includes specifications and performance criteria for aviation specific virtual anthropomorphic test devices (v-ATDs). This document provides a recommended methodology to evaluate the degree of correlation between a seat model and dynamic impact tests. This ARP also provides best practices for testing and modeling designed to support the implementation of analytical models of aircraft seat systems. Supporting information within this document includes procedures for the quantitative comparison of test and simulation results, as well as test summaries for data generated to support the development of v-ATDs and a sample v-ATD calibration report.
Aircraft SEAT Committee
7.0.108 - Challenges Faced for Parameterization & Validation of a Small Gasoline Engine Plant Model for Application of EMS DevelopmentSAE-PP-002842/4/2021
Control algorithm development for typical Engine Management System is a challenging task. To develop a reliable control algorithm, proper closed loop testing environment is required. In such development activity, it is of prime importance to validate the algorithm on a standalone target engine. This can be achieved in engine test cell where the actual engine will be controlled by prototype ECU. But this process has drawbacks like higher testing cost, time consuming, non-reusability of test bed etc. Simulation based engine plant model development for closed loop ECU testing is an effective technique for such application. Various generic engine models are available for such application.to suit a particular target engine these model need to be parameterized with precise engine data. The vehicle parameters used for parameterization are typically obtained from actual test and engine design data. This paper elaborates the process and challenges faced while parameterization and validation of engine plant model in simulation environment and steps followed while parameterizing a two cylinder gasoline engine to suit EMS development. Simulations were carried out in Model In Loop (MIL) and Hardware In Loop (HIL). Validation results were compared with actual vehicle data from dynamometer trials and are presented in corresponding sections.
Lname, Fname
Gland Design Criteria and Dimensions for Static Radial O-Ring Seal Applications Without Anti-Extrusion Devices Specifically for Engine and Engine Control SystemsARP1232C (Current)11/30/2020
This document recommends standard gland dimensions for static radial O-ring seal applications specifically for engine and engine control systems and provides recommendations for modifying these glands in special applications.
A-6C2 Seals Committee
Static Axial O-Ring Seal Applications Without Anti-Extrusion Devices for Engine and Engine Control SystemsARP1234C (Historical)11/9/2020
This document establishes standard gland design criteria and dimensions for static axial O-ring seal applications without anti-extrusion devices specifically for engines and engine control systems operating at a maximum pressure of 1500 psi (10345 kPa). NOTE: The criteria herein are similar, but not identical, to those in AS4716 and the legacy standard MIL-G-5514.
A-6C2 Seals Committee
Test Cell InstrumentationAIR5026B (Current)10/21/2020
This document discusses, in broad general terms, typical present instrumentation practice for post-overhaul gas turbine engine testing. Production engine testing and engine development work are outside the scope of this document as they will typically use many more channels of instrumentation, and in most cases will have requirements for measurements that are never made in post-overhaul testing, such as fan airflow measurements, or strain measurements on compressor blades. The specifications for each parameter to be measured, in terms of measurement range and measurement accuracy, are established by the engine manufacturers. Each test cell instrument system should meet or exceed those requirements. Furthermore, each instrument system should be recalibrated regularly, to ensure that it is still performing correctly.
EG-1E Gas Turbine Test Facilities and Equipment
Configuration Control for Maintaining Correlation of Gas Turbine Engine Test CellsARP6028A (Current)10/21/2020
The FAA has issued Advisory Circular, AC43-207, that recommends re-correlation, trending or period checks. The FAA, AC43-207 bases their recommendation on ARP741. This paper describes a recommended practice and procedure for the configuration control requirements to maintain test cell correlation status. This is necessary to maintain performance measurement integrity, particularly when correlation approval is achieved by statistical trending. The configuration of a test facility that exists at the time when a correlation is being carried out should be "base lined" as a condition of correlation approval acceptance, and, be maintained during the time period that the respective correlation approval lasts. This defines test facility configuration control. This is due to the fact that a change in configuration may have the potential to change the established correlation factors and measured engine performance. If such a change occurs then this should be judged by the respective OEMs or designated correlation approval authorities Subject Matter Expert (SME). In some cases, this may involve consultation with the engine project customer or airworthiness authorities. The purpose of this paper is to recommend a means of identifying, recording, documenting and maintaining the configuration status of all correlations, including those where re-approval is achieved by using statistical trending methods rather than physical back-to-back type testing. This paper can be considered applicable to all types and standards of test facilities in the aero, marine and industrial gas turbine engine businesses.
EG-1E Gas Turbine Test Facilities and Equipment
Model-Based Precise Air-Fuel Ratio Control for Gaseous Fueled Engines02-13-03-001710/9/2020
In this article, an adaptive state estimation algorithm for precise air-fuel ratio (AFR) control is presented. AFR control is a critical part of internal combustion engine (ICE) control, and tight AFR control delivers lower engine emissions, better engine fuel economy, and better engine transient performance. The proposed control algorithm significantly improves transient AFR control to eliminate and reduce the amplitude of the lean and rich spikes during transients. The new algorithm is first demonstrated in simulation (using Matlab/SimulinkTM and GT-PowerTM) and then verified on a test engine. The engine tests are conducted using the European Transient Cycle (ETC) with HoribaTM double-ended dynamometer. The developed algorithm utilizes a nonlinear physics-based engine model in the observer and advanced control principles with modifications to solve real industrial control issues. This method dramatically reduces on-engine AFR transient calibration efforts, which was one of the objectives of this research. The developed algorithm is applicable for various fuel mixer configurations including pre-turbocharger, pre-throttle, and post-throttle. It also demonstrates robustness to engine to engine inconsistency. The novel algorithm is developed by following model-led design process. WoodwardTM natural gas engines and engine control modules are used for algorithm development and validation.
Han, Yi, Young, Peter
PACKING, PREFORMED - O-RING SEAL AMS7259AS3581A (Current)5/12/2020
A-6C2 Seals Committee
PACKING, PREFORMED - AMS7276, ‘O’ RINGAS3209B (Historical)5/12/2020
A-6C2 Seals Committee
PACKING, PREFORMED - AMS 7276 - SEALAS3208A (Current)5/12/2020
A-6C2 Seals Committee
Optimization of Lambda across the Engine Map for the Purpose of Maximizing Thermal Efficiency of a Jet Ignition Engine2020-01-02784/14/2020
Progressively more stringent efficiency and emissions regulations for internal combustion engines have led to growing interest in advanced combustion concepts for spark ignition engines. MAHLE Jet Ignition® (MJI) is one such concept which enables ultra-lean (λ > ~1.6) combustion via air dilution. This pre-chamber-based combustion system has demonstrated highly efficient lean operation, producing efficiencies competitive with those of advanced compression ignition concepts. Compared to a traditional spark ignition engine, the additional degrees of freedom associated with Jet Ignition introduce further complexity when optimizing the system for peak efficiency throughout the engine map. The relationship between operating condition and the lambda at which peak efficiency occurs for a Jet Ignition engine has been presented in prior work by the authors. This paper further explores this complex relationship, introducing new interdependencies which must be considered in order to improve brake thermal efficiency (BTE). Experimental data is obtained from a 1.5L 3-cylinder gasoline-fueled Jet Ignition engine. An engine map of BTE is presented. An analysis at several key points throughout the engine map shows how certain parameters are adjusted to optimize BTE, providing a peak value >42%. Insight into the factors affecting efficiency is provided through parameter sweeps of pre-chamber fuel and analysis of high-speed pressure measured in both the pre-chamber and the main combustion chamber. The impact of precise fuel metering on BTE and combustion stability is highlighted. Finally, an analysis of trends in burn duration segments, pre-chamber combustion metrics, and cycle-by-cycle variation in these parameters qualifies the challenges associated with accurate prediction of lean stability limits in a jet ignition engine operating in the ultra-lean region, as well as the opportunities for further efficiency improvement through manipulation of in-pre-chamber conditions.
Peters, Nathan, Krishna Pothuraju Subramanyam, Sai, Bunce, Michael, Blaxill, Hugh, Cooper, Adrian
Optimized Control of Dynamical Engine-Start Process in a Hybrid Electric Vehicle2020-01-02684/14/2020
Engine start while driving is one of the most typical and frequent work conditions for hybrid vehicles. Engine start has very significant impact on the driving comfort. Engine start, especially a dynamical engine start, have high control requirements regarding control time, torque output and riding comfort. In some hybrid transmissions such as P2, engine is cranked and synchronized through wet clutch slipping. Because clutch pressure control has time-varying delay and estimation precision of engine torque by ECU (Engine Control Unit) is poor, conventional PID controller is unable to meet the high requirements of control quality. A new control algorithm is proposed in this paper to cope with all these challenges. The new control algorithm is based on LADRC (Linear Active Disturbance Rejection Controller) and is improved through combination with Smith predictor and Adaline network. LADRC is adopted to reduce negative effects of poor precision of engine torque. Smith predictor is introduced to compensate the time delay of clutch torque. In addition, the time-varying delay can be estimated by Adaline network and parameters of Smith predictor can also be adaptive adjusted.
Gao, Ji, Lou, Diming, Zhang, Tong
Characteristics of Transient NOx Emissions of HEV under Real Road Driving2020-01-03804/14/2020
To meet the request of China National 6b emission regulations which will be officially implemented in China, firstly including the RDE emission test limits, the transient emissions on real road condition are paid more attention. A non-plug-in hybrid light-duty gasoline vehicles (HEV) sold in the Chinese market was selected to study real road emissions employed fast response NOx analyzer from Cambustion Ltd. with a sampling frequency of 100Hz, which can measure the missing NO peaks by standard RDE gas analyzer now. Emissions from PEMS were also recorded and compared with the results from fast response NOx analyzer. The concentration of NOx emissions before and after the Three Way Catalyst (TWC) of the hybrid vehicle were also sampled and analyzed, and the working efficiency of the TWC in real road driving process was investigated. It is found that when the engine is at high-speed and heavy-load conditions, especially when fuel is injected after fuel cut, instantaneous spikes in tailpipe NO emissions could be observed, which means that traffic positions such as crosswalks, speed bumps, expressway entrances, traffic lights, would lead to higher NOx emissions, because the instantaneous fuel cut-off occurs during the acceleration shifting process, the TWC is in an oxygen-rich state. Obvious transient effects were revealed and the results could be used for further reducing NOx emissions from automotive RDE and engine calibration of RDE.
Zhang, Yonghao, Deng, Jun, Li, Qiang, Liu, Yintong, He, Bo, Hu, Zongjie, Bo, Shi, Li, Liguang
Effects of Using an Electrically Heated Catalyst on the State of Charge of the Battery Pack for Series Hybrid Electric Vehicles at Cold Start2020-01-04444/14/2020
Battery models are being developed as a component of the powertrain systems of hybrid electric vehicles (HEVs) to predict the state of charge (SOC) accurately. Electrically heated catalysts (EHCs) can be employed in the powertrains of HEVs to reach the catalyst light off temperature in advance. However, EHCs draw power from the battery pack and hence sufficient energy needs to be stored to power auxiliary components. In series HEVs, the engine is primarily used to charge the battery pack. Therefore, it is important to develop a control strategy that triggers engine start/stop conditions and reduces the frequency of engine operation to minimize the equivalent fuel consumption. In this study, a battery pack model was constructed in MATLAB-Simulink to investigate the SOC variation of a high-power lithium ion battery during extreme engine cold start conditions (-7°C) with/without application of an EHC. The EHC was simulated in MATLAB to determine the energy required to heat the catalyst during cold start conditions. The effect of the EHC in emissions purification at -7°C was studied using a three-way catalyst (TWC) model. The EHC was operated only during the initial few seconds before the engine start to increase the bed temperature of the catalyst. This was found to have a significant impact on exhaust gas emissions even under cold start conditions. However, powering the EHC lowered the SOC of the battery pack, triggering the engine to run and consume more fuel. Hence, an engine ON/OFF control strategy was proposed to control the engine operation conditions and effectively charge the battery pack. The SOC variation of the battery pack and the effects on emissions and fuel consumption were simulated and compared with/without the EHC. The battery model was validated with a control strategy proposed in simulations at 23°C and a parameter study was conducted at -7°C.
Sivakumar, Suchitra, Shingyouchi, Hajime, Yan, Xieyang, Okajima, Toshinori, Yamaguchi, Kyohei, Kusaka, Jin, Nagata, Makoto
Measurement of Fuel Distribution in a Small PFI Spark-Ignition Engine Using Tracer PLIF2020-01-07864/14/2020
The distribution of fuel-air mixture inside the engine cylinder strongly influences the combustion process. Planar laser-induced fluorescence (PLIF) is commonly used for fuel distribution measurement, however, it is mostly reported on moderate- to large-sized engines. In the present work, PLIF is applied to measure the fuel distribution inside the cylinder of a small, four-stroke, port-fuel-injection (PFI), spark-ignition engine with displacement volume of 110 cm3. Iso-octane was used as the base fuel, and 3-pentanone (15% by volume) was added as a fluorescent tracer in the base fuel. The effect of equivalence ratio, considering ϕ = 1.2, 1.0, and 0.8, on in-cylinder fuel distribution was studied with low throttle opening of 25% at 1200 rpm. PLIF images were recorded at different crank angle degrees during both intake and compression strokes over a swirl measurement plane located at the TDC position. It was found that the fuel stratification was present from intake to even late compression. Also, no significant change in fuel distribution patterns was noted at different crank angle degrees for a given operating condition. Instantaneous PLIF images of the fuel distribution at 330 CAD during compression also showed a considerable variation from one cycle to the next. As expected, the fluorescence signal intensity was increased with the increase in equivalence ratio. Results also showed that the fuel distribution was much more noticeable near the diametrically opposite location to the spark plug on the tested engine, and continued to exist till late compression (i.e. 330 CAD).
Garg, Shubham, Mittal, Mayank, Sahu, Srikrishna, Lakshminarasimhan, V
The Potential of Gasoline Fueled Pre Chamber Ignition Combined with Elevated Compression Ratio2020-01-02794/14/2020
Pre-chamber ignition is a method to simultaneously increase the thermal efficiency and to meet ever more stringent emission regulations at the same time. In this study, a single cylinder research engine is equipped with a tailored pre-chamber ignition system and operated at two different compression ratios, namely 10.5 and 14.2. While most studies on gasoline pre-chamber ignition employ port fuel injection, in this work, the main fuel quantity is introduced by side direct injection into the combustion chamber to fully exploit the knock mitigation effect. Different pre-chamber design variants are evaluated considering both unfueled and gasoline-fueled operation. As for the latter, the influence of the fuel amount supplied to the pre-chamber is discussed. Due to its principle, the pre-chamber ignition system increases combustion speeds by generating enhanced in-cylinder turbulence and multiple ignition sites. This property proves to be an effective measure to mitigate knocking effects. It is shown that less spark retard compared to conventional spark ignition allows to exploit the efficiency benefit of elevated compression ratios also in high load operation for stoichiometric mixtures. Furthermore, auxiliary fueling of the pre-chamber enables ultra-lean combustion (λ=2.0) with very low NOx emission levels. Apart from decreased throttling losses lean burn assists to further suppress knocking in case of elevated compression ratios. Finally, it is demonstrated that the combination of ultra-lean combustion and elevated compression ratio leads to a significant improvement of the indicated efficiency with peak values of about 43 %. Higher PN emissions in low load and increased heat losses remain challenges of the used pre-chamber ignition system.
Stadler, Andreas, Sauerland, Henning, Härtl, Martin, Wachtmeister, Georg
Engine-in-the-Loop Study of a Hierarchical Predictive Online Controller for Connected and Automated Heavy-Duty Vehicles2020-01-05924/14/2020
This paper presents a cohesive set of engine-in-the-loop (EIL) studies examining the use of hierarchical model-predictive control for fuel consumption minimization in a class-8 heavy-duty truck intended to be equipped with Level-1 connectivity/automation. This work is motivated by the potential of connected/automated vehicle technologies to reduce fuel consumption in both urban/suburban and highway scenarios. The authors begin by presenting a hierarchical model-predictive control scheme that optimizes multiple chassis and powertrain functionalities for fuel consumption. These functionalities include: vehicle routing, arrival/departure at signalized intersections, speed trajectory optimization, platooning, predictive optimal gear shifting, and engine demand torque shaping. The primary optimization goal is to minimize fuel consumption, but the hierarchical controller explicitly accounts for other key objectives/constraints, including operator comfort and safe inter-vehicle spacing. This work is experimentally experimentally validated via a sequence of EIL studies intended for evaluating the computational costs and fuel savings associated with these algorithms. These EIL studies involve the closed-loop validation of the proposed control strategies, both individually and combined. These studies show that this hierarchy of algorithms is capable of running online, with the round-trip communication delay inherent in EIL simulation being one of the key factors affecting the EIL results. Moreover, the EIL studies are encouraging, both in terms of the successful hierarchical integration of the underlying algorithms and also in the resulting fuel savings seen in the EIL tests. In particular, the EIL results suggest that an aggressive overall goal of reducing vehicle fuel consumption by 15-20% or more is potentially achievable, especially in urban/suburban scenarios.
Xu, Chu, Groelke, Ben, Alvarez Tiburcio, Miguel, Earnhardt, Christian, Borek, John, Pelletier, Evan, Boyle, Stephen, Huynh, Brian, Wahba, Mohamed, Geyer, Stephen, Graham, Christopher, Magee, Mark, Palmeter, Kyle, Naghnaeian, Mohammad, Brennan, Sean, Stockar, Stephanie, Vermillion, Christopher, Fathy, Hosam
The Effect of an Active Thermal Coating on Efficiency and Emissions from a High Speed Direct Injection Diesel Engine2020-01-08074/14/2020
This study looked into the application of active thermal coatings on the surfaces of the combustion chamber as a method of improving the thermal efficiency of internal combustion engines. The active thermal coating was applied to a production aluminium piston and its performance was compared against a reference aluminium piston on a single-cylinder diesel engine. The two pistons were tested over a wide range of speed/load conditions and the effects of EGR and combustion phasing on engine performance and tailpipe emissions were also investigated. A detailed energy balance approach was employed to study the thermal behaviour of the active thermal coating. In general, improvements in indicated specific fuel consumption were not statistically significant for the coated piston over the whole test matrix. Mean exhaust temperature showed a marginal increase with the coated piston of up to 6 °C. However, the normalised exhaust enthalpy showed a reduction (apart from the higher speed/load conditions when no EGR was applied). Energy transfer to the coolant was reduced by as much as 1.5 percentage points, in agreement with the expected reduction in piston heat transfer, across all operating conditions. Finally, soot emissions were increased with the coated piston, with the biggest differences between the coated and non-coated pistons observed at the lower speed/load conditions.
Papaioannou, Nick, Leach, Felix, Davy, Martin, Gilchrist, Robert
Strategies to Gain the Loss in Power in a Military Diesel Engine Using JP-8 Instead of ULSD2020-01-08044/14/2020
The Department of Defense (DOD) has adopted the use of JP-8 under the “single battlefield fuel” policy. Fuel properties of JP-8 which are different from ULSD include cetane number, density, heating value and compressibility (Bulk modulus). While JP8 has advantages compared to ULSD, related to storage, combustion and lower soot emissions, its use cause a drop in the peak power in some military diesel engines. The engines that has loss in power use the Hydraulically actuated Electronic Unit Injection (HEUI) fuel system. The paper explains in details the operation of HEUI including fuel delivery into the injector and its compression to the high injection pressure before its delivery in the combustion chamber. The effect of fuel compressibility on the volume of the fuel that is injected into the combustion chamber is explained in details. A fuel such as JP-8 which has a lower Bulk modulus is compressed to a smaller volume than ULSD which has a higher Bulk modulus before its delivery in the combustion chamber, and this is the main reason for the drop in power explained earlier. Experiments conducted on a CAT C7 engine demonstrated the loss in peak power associated with JP-8 over the whole speed range. Different approaches in the injection process have been discussed to gain the loss in peak power.
Raut, Prasad D., Atre, Omkar A., Trivedi, Manan, Henein, Naeim
Smart Spark Plug for Proper Combustion Timing in Gasoline Engines and Detection of Misfire and Knock2020-01-07904/14/2020
Internal combustion engines are required to achieve production goals of better fuel economy, improved fuel economy and reduced emissions in order to meet the current and future stringent standards. To achieve these goals, it is essential to control the combustion process using an in-cylinder combustion sensor and a system that produces a feedback signal to the ECU. This paper presents a system based on combustion ionization that includes a newly developed smart spark plug capable of sensing the whole combustion process. A unique feature of the smart spark plug system is its ability to sense the early stages of combustion and produce a complete ion current signal that accurately identifies and can be used for the control of the start of combustion. This is not the case for the conventional spark plug where the start of combustion cannot be determined from the ion current signal because its early part is distorted or completely overshadowed by the strong electromagnetic field produced by the spark ignition system. In addition to its ability to detect and control the start of combustion, the new system can detect other combustion related problems such as misfire and knock. The paper describes the construction of the smart spark plug and compares its ion current signal with that produced by the conventional spark plug. The new system, developed and patented by IC LLC, can be applied in current production spark ignition engines as well as for the development of future advanced concepts engines.
Assaad, Kamal, Henein, Naeim A.
Improving Heavy Duty Natural Gas Engine Efficiency: A Systematic Approach to Application of Dedicated EGR2020-01-08184/14/2020
The worldwide trend of tightening CO2 emissions standards and desire for near zero emissions is driving development of high efficiency natural gas engines for a low CO2 replacement of traditional diesel engines. A Cummins Westport ISX12 G was previously converted to a Dedicated EGR® (D-EGR®) configuration with two out of the six cylinders acting as the EGR producing cylinders. Using a systems approach, the combustion and turbocharging systems were optimized for improved efficiency while maintaining the potential for achieving 0.02 g/bhp-hr NOX standards. A prototype variable nozzle turbocharger was selected to maintain the stock torque curve. The EGR delivery method enabled a reduction in pre-turbine pressure as the turbine was not required to be undersized to drive EGR. A high energy Dual Coil Offset (DCO®) ignition system was utilized to maintain stable combustion with increased EGR rates. High compression ratio, reduced squish pistons were designed to maintain MBT combustion phasing and fast burn rates along the torque curve. The final engine configuration was tested on the Heavy-Duty Supplemental Emissions Test (SET), a 13-mode steady-state engine dynamometer test. The engine was able to achieve a weighted average efficiency improvement of 12% over the baseline configuration with a peak BTE of 41.7%.
Kocsis, Michael C., Mitchell, Robert, Moiz, Ahmed Abdul, Kalaskar, Vickey, Williams, D. Ryan, Sjovall, Scott
Real Time Energy Management Control Strategies for an Electrically Supercharged Gasoline Hybrid Vehicle2020-01-10094/14/2020
The high level of electric power available on a Hybrid Electric Vehicle (HEV) enables the introduction of electrical auxiliaries in addition or in substitution to the ones currently available on a conventional powertrain. Among these auxiliaries, electric Superchargers (eSC) for the improvement of the vehicle performance or electrically heated catalysts for the reduction of the light-off time of the after-treatment may dramatically affect the Energy Management System (EMS) of an HEV. Moreover, since these devices are only fluid-dynamically, but not mechanically, linked to the powertrain, they are traditionally neglected in the optimization of the powersplit between internal combustion engine and electric machines by the EMS. The aim of the current work is the development of an EMS that is able to consider in real time the overall electric energy consumption of the entire powertrain. More in detail, this activity focuses on the refinement of the Equivalent Consumption Minimization Strategy (ECMS) including the power required by an eSC installed on a turbocharged gasoline engine. This innovative EMS is tested by means of numerical simulation on a small SUV (Sport Utility Vehicle) featuring a 48 V electric network over Type Approval and Real Driving Emissions (RDE) driving cycles. The novel EMS shows promising results in terms of eSC energy management and vehicle fuel consumption compared with the baseline.
Accurso, Francesco, Zanelli, Alessandro, Rolando, Luciano, Millo, Federico
A Comprehensive Study on the Challenges of Dual Mass Flywheel in Real-World Operating Conditions of the Indian Market2020-01-10144/14/2020
The present work is focussed on the real-world challenges of a dual mass flywheel (DMF) equipped vehicle in the Indian market. DMFs are widely used to isolate the drivetrain from the high torsional vibrations induced by the engine. While DMFs can significantly improve noise, vibration and harshness (NVH) characteristics of a vehicle, there are multiple challenges experienced in real-world operating conditions when compared with the single mass flywheel (SMF). The present work explains the challenges of using a DMF in a high power-density diesel powertrain for a multi-purpose vehicle (MPV) application in the Indian market. Measurements on the flat-road operating conditions revealed that the DMF vehicle is very sensitive for launch behaviour and requires a higher clutch modulation. Vibration measurements at the driver’s seat confirm that the SMF vehicle could be launched more comfortably at the engine idle speed of 850 RPM. However, the DMF vehicle needs a "launch assist" of an additional 100 RPM to meet the acceptable vibration levels in line with that of the SMF. Further, the gradient launch performance of the vehicle is compared for different gradients (6%, 8%, 12%, 18% and 28%) and the results confirmed that the slip time and launch energy of the DMF variant is ~50% higher than the SMF. Moreover, the DMF vehicle could be launched comfortably only up to 12% gradient whereas the SMF variant could negotiate up to 18% gradient easily. Furthermore, the higher launch energy requirement of the DMF is also responsible for the higher temperature of the clutch system by 33% as confirmed by the temperature measurements inside the clutch housing. The increased temperatures pose a major threat to the robustness and useful life of the clutch system parts. Subjective evaluations reveal that the DMF vehicle is prone to frequent engine stalling in speed-breaker and pot-hole manoeuvres. This is mainly due to the requirement of a fuel cut-off strategy which is usually implemented to avoid DMF spring resonance at low engine speeds. However, the requirement of fuel cut-off strategy is not required for the SMF vehicle and hence it could negotiate varying road conditions without any stalling concern. The present work gives a holistic insight into the mentioned challenges with the detailed objective and subjective evaluation data.
Vellandi, Vikraman, Somarajan, Suresh Kumar, Ganesh, Mohan Selvakumar
Comparative Analysis between a Barrier Discharge Igniter and a Streamer-Type Radio-Frequency Corona Igniter in an Optically Accessible Engine in Lean Operating Conditions2020-01-02764/14/2020
Among plasma-assisted ignition technologies, the Radio-Frequency (RF) corona family represents an interesting solution for the ability to extend the engine operating range. These systems generate transient, non-thermal plasma, which is able to enhance the combustion onset by means of thermal, kinetic and transport effects. Streamer-type RF corona discharge, at about 1 MHz, ignites the air-fuel mixture in multiple filaments, resulting in many different flame kernels. The main issue of this system is that at high electrode voltage and low combustion chamber pressure a transition between streamer and arc easily occurs: in this case transient plasma benefits are lost. A barrier discharge igniter (BDI), supplied with the same RF energy input, instead, is more breakdown-resistant, so that voltage can be raised to higher levels. In this work, a streamer-type RF corona igniter and a BDI were tested in a single-cylinder optical engine fueled with gasoline. Combustion behavior was characterized at stable, near-stable and unstable conditions (depending on IMEP coefficient of variation), increasing the air-fuel ratio starting from a near-stoichiometric mixture. For each test point the maximum allowable electrode voltage for both the igniters was used: in the streamer-type corona case it had to be limited because of the arc transition. Both indicating and imaging analysis were carried out, the latter by means of a high-speed camera that records the natural luminosity of early flames. Raw exhaust gas analysis was carried out as well. Results in terms of cycle-to-cycle variability, combustion duration, pollutant emissions, flame radii evolution and flame growth speed, as well as flame probability presence, are presented. The outcomes of this research can improve the knowledge on streamer-type corona and BDI and can be used to assess the operating range for the control parameters of these igniters.
Cruccolini, Valentino, Discepoli, Gabriele, Ricci, Federico, Petrucci, Luca, Grimaldi, Carlo, Papi, Stefano, Dal Re, Massimo
A Novel Design of Engine Misfire Detection System Suitable for Small Capacity S.I. Engine for Two Wheeled Vehicle2020-01-02674/14/2020
As per the OBD II regulations, it is essential to detect and monitor the misfire event in an I.C. engine. Misfiring of an I.C. engine affects the quality of combustion and degrades the performance of catalyst convertor which can lead to an increase of emissions. Misfire event can be categorized as partial or complete, based on amount of combustion occurred during that particular engine cycle. Most of the production engine for non-two wheeler vehicle identifies misfire by monitoring angular acceleration of the engine crank-shaft. However, single cylinder engine with lower capacity (less than 300 cubic centimeter) provides challenges to identify misfire due to low mechanical inertia of the I.C. engine using the same approach. The problem of misfire identification for this category of I.C. engine turn out to be more challenging due to presence of various load disturbances on the powertrain. Ion current sensing is one of the alternate method to detect misfire, which received good attention during the last decade of the previous century. When the air-fuel mixture ignites inside the I.C. engine cylinder, air particles get ionize. By applying a suitable high-voltage on spark plug, it is possible to measure the ion current as the amount of ion current reflects the level of ionization of air fuel mixture. The ion current measurement system presented in this paper is implemented in a production vehicle ignition system for two wheeled vehicles. The vehicle ignition system is unique due to the shorted terminals of high & low voltage sides. Due to the shorted primary and secondary connection, it is challenging to implement ion current measurement system using available research work. The proposed novel design of ion current measurement system accommodates the above constraint. The ion current signal is captured during normal combustion event as well as by creating misfire in the combustion. There are significant changes observed in the ion current signal with and without misfire. The information extracted from the ion current signal is utilized to detect the misfire. The proposed design is analyzed with suitable 1D theoretical model of the ignition system.
Bagade, Monika Jayprakash, Das, Himadri Bhushan, Raveendranath Sr, Arjun, Jabez Dhinagar, S
EGR Temperature Estimation Model Including the Effect of Coolant Flow Rate for EGR Control2020-01-02644/14/2020
Recently developed gasoline engines utilize more aggressive EGR rate to meet the emissions and fuel economy regulations. The EGR temperature is often estimated by the ECU and its accuracy affects the estimations of EGR flow rate and intake air flow rate and temperature. Therefore, the accuracy of EGR temperature estimation becomes more important than ever for precise EGR rate control. Typical lookup map based EGR cooler model without the sensitivity to the coolant flow rate is acceptable and widely used if the heat capacity of the coolant side is high enough. However, the coolant flow rate under real vehicle driving conditions often visit low-speed high-load part of the engine map where the lookup map based model suffers from the accuracy issues. This paper presents an investigation of the accuracy of the lookup map based model under different heat capacity conditions. In this study, a simple EGR cooler model based on effectiveness-NTU method was also developed. Coolant flow rate used in this model is calculated with a regressed model, which is a function of engine speed and coolant control valve opening. The flow rate data for the regression was generated using a system simulation for an engine with an integrated thermal management system. The results show that this model improves the accuracy of the temperature estimation especially at lower coolant flow rates.
Kwak, Kyoung Hyun, Jung, Dewey, Sun, Yong, Lee, Jason Hoon, Ha, Jinho, Lee, Byungho
A Holistic Approach to Develop a Common Rail Single Cylinder Diesel Engine for Bharat Stage VI Emission Legislation2020-01-13574/14/2020
The upcoming Bharat Stage VI (BS VI) emission legislation has put enormous pressure on the future of small diesel engines which are widely used in the Indian market. The present work investigates the emission reduction potential of a common rail direct injection single cylinder diesel engine by adopting a holistic approach of lowering the compression ratio, boosting the intake air and down-speeding the engine. Experimental investigations were conducted across the entire operating map of a mass-production, light-duty diesel engine to examine the benefits of the proposed approach and the results are quantified for the modified Indian drive cycle (MIDC). By reducing the compression ratio from 18:1 to 14:1, the oxides of nitrogen (NOx) and soot emissions are reduced by 40% and 75% respectively. However, a significant penalty in fuel economy, unburned hydrocarbon (HC) and carbon monoxide (CO) emissions are observed with the reduced compression ratio. Intake air boosting using a mechanically driven supercharger could overcome the penalty in HC and CO emissions. However, the mechanical frictional losses of the supercharger resulted in a further penalty in the fuel economy. The reduced cylinder pressure due to lower compression ratio and the increased air availability due to intake air boosting could be utilized to improve the full-load performance of the engine by 28%. Further, the advantage of improved engine performance was utilized to down-speed the engine by optimizing the transmission gear ratios without compromising the acceleration performance of the vehicle. Overall, with this holistic approach, soot emission could be reduced by a significant margin of 83% whereas the NOx emission is reduced by 5.8%. Moreover, the HC and CO emissions could be reduced by 17.6% and 30.9% respectively. Furthermore, the fuel economy at the vehicle-level could be improved by 5.4% while improving the in-gear acceleration performance by 9%. Thus, the proposed approach is found to be extremely beneficial to develop small, light-duty diesel engines with compliance on future emission regulations. The reasons behind the observed benefits are explained in detail based on the measured in-cylinder pressure and calculated heat release data.
Vellandi, Vikraman, Ramesh, A., Krishnasamy, Anand
McLaren: The Engine CompanyR-4853/13/2020
McLaren: The Engine Company is the previously untold story of McLaren Engines, an American company founded in 1969 by Bruce McLaren and his partners to build engines for McLaren's legendary Can-Am and Indy Cars. From this base in suburban Detroit were born the mighty big-block Chevrolet V8s that powered the iconic orange cars to two of their five consecutive Cam-Am championships. McLaren's busy dyno rooms also spawned the howling turbo Offenhausers that put Mark Donohue and Johnny Rutherford in Victory Lane at Indianapolis three times between 1972 and 1976. For decades this non-descript shop was the hotbed of horsepower for factories and top independents alike. McLaren Engines developed the turbocharged Cosworth DFV Formula 1 engine that powered Indy cars for both Team McLaren and Penske Racing. It rendered BMW's turbo engine for U.S. IMSA racing that later became BMW's Formula 1 weapon. The long list of race engines developed here powered Buick Indy and IMSA cars, BMW GTP cars, Cadillac LeMans prototypes, Porsche Trans-Am 944s and David Hobbs' F5000 single seaters. There were McLaren-built big-block turbo V8s for offshore boat racing and even a Cosworth-Vega engine for American dirt tracks! Author Roger Meiners combines his life-long passion for motor racing and technology with his historian's sensibilities to make the engines, cars, and key personalities come alive within this book's pages. Ride along with Meiners as he uncovers little-known details of the company's transition from a race shop to an engineering company, developing lust-worthy performance cars such as the sensational 1987 Buick GNX, the 1989 Pontiac Grand Prix Turbo, the FR500 Ford Mustang concept, and other projects that the public never saw. Today the company, known as McLaren Engineering, is a subsidiary of Canada-based Linamar Corporation, and is sought after by global automakers for its unrivaled testing, development and manufacturing capability.
Meiners, Roger
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