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Research Papers: Internal Combustion Engines

Development of a Methodology for Engine Performance Investigation Through Double Crankshaft Speed Measurement

[+] Author and Article Information
Fabrizio Ponti

Department of Industrial Engineering,
University of Bologna,
Via Fontanelle 40,
Forlì 47121, Italy
e-mail: fabrizio.ponti@unibo.it

Vittorio Ravaglioli

Department of Industrial Engineering,
University of Bologna,
Via Fontanelle 40,
Forlì 47121, Italy
e-mail: vittorio.ravaglioli2@unibo.it

Matteo De Cesare

Magneti Marelli Powertrain S.p.a.,
via del Timavo 33,
Bologna 40131 Italy
e-mail: matteo.decesare@magnetimarelli.com

1Corresponding author.

Contributed by the IC Engine Division of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received February 12, 2016; final manuscript received February 19, 2016; published online April 26, 2016. Editor: David Wisler.

J. Eng. Gas Turbines Power 138(10), 102813 (Apr 26, 2016) (6 pages) Paper No: GTP-16-1070; doi: 10.1115/1.4033066 History: Received February 12, 2016; Revised February 19, 2016

Optimal combustion control has become a key factor in modern automotive applications to guarantee low engine out emissions and good driveability. To meet these goals, the engine management system has to guarantee an accurate control of torque delivered by the engine and optimal combustion phasing. Both quantities can be calculated through a proper processing of in-cylinder pressure signal. However, in-cylinder pressure on-board installation is still uncommon, mainly due to problems related to pressure sensors' reliability and cost. Consequently, the increasing request for combustion control optimization spawned a great amount of research in the development of remote combustion sensing methodologies, i.e., algorithms that allow extracting useful information about combustion effectiveness via low-cost sensors, such as crankshaft speed, accelerometers, or microphones. Based on the simultaneous acquisition of two crankshaft speed signals, this paper analyses the information that can be extracted about crankshaft's torsional behavior through a proper processing of the acquired signals. In particular, the correlations existing between such information and indicated quantities (torque delivered by the engine and combustion phasing) have been analyzed. In order to maximize the signal-to-noise ratio, each speed measurement has been performed at an end of the crankshaft, i.e., in correspondence of the flywheel and the distribution wheel. The presented approach has been applied to a light-duty L4 diesel engine mounted in a test cell. Nevertheless, the methodology is general, and it can be applied to engines with a different number of cylinders, both compression ignition (CI) and spark ignition (SI).

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References

Figures

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Fig. 1

Installation of the optical encoder coupled to the flywheel

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Fig. 2

Installation of the optical encoder coupled to the distribution wheel

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Fig. 3

Engine speed signals over the engine cycle calculated using the two speed sensors for a test run at 2000 rpm and imep = 19 bar

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Fig. 4

Comparison between engine speed frequency spectra

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Fig. 5

Comparison between engine speed frequency spectra: highlight of the energy content at 335 Hz for the speed signal measured in correspondence of the distribution wheel (above)

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Fig. 6

Scheme of the engine-dyno torsional model

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Fig. 7

Comparison between the measured and simulated speed for a test run at 2000 rpm and imep = 19 bar

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Fig. 8

First three eigenvectors of the engine-dyno modeled system

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Fig. 9

Comparison between the measured and modeled angular torsion between flywheel and distribution wheel for a test run at 2000 rpm and imep = 19 bar

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Fig. 10

Indicated and reciprocating torque for a test run at 2000 rpm and imep = 19 bar

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Fig. 11

Cylinder-by-cylinder measured indicated torque (mean value) versus measured angular torsion

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Fig. 12

Correlation between instantaneous crankshaft torsion harmonic one fluctuation (evaluated for cylinder 1 and 2) and MFB50

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