Technical Briefs

A Method to Determine Fuel Transport Dynamics Model Parameters in Port Fuel Injected Gasoline Engines During Cold Start and Warm-Up Conditions

[+] Author and Article Information
M. Shahbakhti

Department of Mechanical Engineering, University of Alberta, Edmonton, AB, T6G 2G8, Canada

M. Ghafuri, A. R. Aslani, A. Sahraeian

 Iran Khodro Engine Research, Design, and Manufacturing Company (IPCO), Tehran, 11369, Iran

S. A. Jazayeri, S. Azadi

Department of Mechanical Engineering, K. N. T. University of Technology, Tehran, 19991 4334, Iran

J. Eng. Gas Turbines Power 132(7), 074504 (Apr 26, 2010) (5 pages) doi:10.1115/1.4000150 History: Received May 11, 2009; Revised May 23, 2009; Published April 26, 2010; Online April 26, 2010

In order to meet stringent emission standards, it is essential to have a precise control of air-fuel ratio (AFR) under cold start and warm-up conditions. This requires an understanding of the fuel transport dynamics in the intake system during these conditions. This study centers on estimating the parameters of a fuel transport dynamics model during engine operation at different thermal conditions ranging from cold start to fully warmed-up conditions. A method of system identification based on perturbing fuel injection rate is used to find fuel dynamics parameters in a port fuel injected (PFI) spark ignition engine. Since there was no cold chamber available to prepare cold start conditions, a new method was utilized to simulate cold start conditions. The new method can be applied on PFI engines, which use closed valve injection timing. A four-cylinder PFI engine is tested for different thermal conditions from 15°C to 82°C at a range of engine speeds and intake manifold pressures. A good agreement is observed between simulated and experimental AFR for 52 different transient operating conditions presented in this study. Results indicate that both fuel film deposit factor (X) and fuel film evaporation time constant (τf) decrease with increasing coolant temperature or engine speed. In addition, an increase in the intake manifold pressure results in an increase in X while causes a decrease in τf.

Copyright © 2010 by American Society of Mechanical Engineers
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Figure 2

Measured and simulated equivalence ratios for two different thermal test conditions: (a) Tcoolant=−15°C, Pmanifold=50 kPa and (b) Tcoolant=45°C, Pmanifold=44 kPa

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Figure 3

Influence of coolant temperature, engine speed, and intake manifold pressure on fuel dynamics parameters in warm-up conditions

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Figure 4

Influence of coolant temperature, engine speed, and intake manifold pressure on fuel dynamics parameters in cold start conditions

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Figure 5

Model-based compensation for fuel dynamics during a transient at a cold phase operation (Tcoolant=−15°C)

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Figure 1

Schematic of the system used in cold start tests




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