Research Papers: Internal Combustion Engines

Cold Engine Transient Fuel Control Experiments in a Port Fuel Injected CFR Engine

[+] Author and Article Information
Leonard J. Hamilton

Mechanical Engineering Department, United States Naval Academy, 590 Holloway Road, Annapolis, MD 21402ljhamilt@usna.edu

Jim S. Cowart

Mechanical Engineering Department, United States Naval Academy, 590 Holloway Road, Annapolis, MD 21402cowart@usna.edu

J. Eng. Gas Turbines Power 130(3), 032812 (Apr 03, 2008) (9 pages) doi:10.1115/1.2830865 History: Received October 30, 2007; Revised November 05, 2007; Published April 03, 2008

Air-fuel mixture preparation is particularly challenging during cold engine throttle transients due to poor fuel vaporization and transport delays in port fuel injected (PFI) engines. In this study, a PFI cooperative fuels research engine is used to evaluate torque and to measure in-cylinder and exhaust CO, CO2, and unburned hydrocarbons during throttle transients at various early stages of engine warmup. Fast flame ionization detectors and nondispersive infrared fast CO and CO2 detectors are used to provide a detailed cycle-by-cycle analysis. Ttorque after cold throttle transients is found to be comparable to steady-state torque due to allowable spark advance. However, cold transients produce up to four times the unburned hydrocarbons when compared to steady-state operation. Finally, the x-tau fuel control model is evaluated in this challenging operating regime and is found to provide poor transient fuel control due to excessive fueling.

Copyright © 2008 by American Society of Mechanical Engineers
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Figure 1

Experimental apparatus schematic

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Figure 2

Probe configuration in the CFR cylinder head

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Figure 3

Representative engine cycle with simultaneous diagnostic signals

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Figure 4

Base line engine parameters (not including emission measurements)

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Figure 5

Post-main-combustion peak in-cylinder CO2

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Figure 7

Commanded fuel pulse width (ms)

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Figure 8

Cycle-by-cycle IMEPg (torque)

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Figure 9

Cylinder pressure traces for various WOT cycles after 60s warmup

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Figure 10

Cycle-by-cycle residual burned gas fraction

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Figure 11

Cycle-by-cycle peak combustion pressure

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Figure 12

Peak pressure location (180deg=top center combustion)

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Figure 13

Heat release rate for throttled operation

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Figure 14

Heat release rate eight cycles after WOT transition

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Figure 15

UHC measured at the exhaust manifold next to the exhaust port

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Figure 16

Postcombustion in-cylinder hydrocarbons

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Figure 17

Exhaust CO concentration

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Figure 18

Exhaust CO2 concentration

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Figure 19

x-tau model fuel compensation



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