Research Papers: Internal Combustion Engines

Cycle-to-Cycle Feedback for Combustion Control of Spark Advance at the Misfire Limit

[+] Author and Article Information
Bryan P. Maldonado

Department of Mechanical Engineering,
University of Michigan,
1231 Beal Avenue,
Ann Arbor, MI 48109
e-mail: bryanpm@umich.edu

Anna G. Stefanopoulou

Department of Mechanical Engineering,
University of Michigan,
1231 Beal Avenue,
Ann Arbor, MI 48109
e-mail: annastef@umich.edu

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 17, 2018; final manuscript received February 18, 2018; published online July 30, 2018. Editor: David Wisler.

J. Eng. Gas Turbines Power 140(10), 102812 (Jul 30, 2018) (8 pages) Paper No: GTP-18-1072; doi: 10.1115/1.4039728 History: Received February 17, 2018; Revised February 18, 2018

At a given speed and load, the spark advance (SA) is tuned to reach the maximum brake torque (MBT) timing to maximize efficiency. The use of exhaust gas recirculation (EGR) can further improve fuel economy (FE) at the same speed and load. As EGR increases, MBT moves toward a more advanced timing that can be limited by the high variability in the combustion process, reflected in unacceptable torque fluctuations. This variability is rapidly increased by the random occurrence of partial burns and/or misfires. In order to operate close to the misfire limit, a stochastic misfire controller has been designed to momentarily move from an undesired to an allowable misfire rate, without significantly increasing variability in the combustion process. Control-oriented models for the combustion process and misfire events are discussed. Simulation of the closed-loop system shows that the feedback misfire controller, on average, stays closer to the misfire limit than a more conventional controller designed to react when a misfire is detected.

Copyright © 2018 by ASME
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Fig. 1

Normalized PV diagram for two operating conditions (PointX and PointY). Normalized cylinder pressure (Pcyl), fuel MFB, and PDF of CA50 are plotted as a function of CA deg. Grey colored region represents 2000 engine cycles.

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Fig. 2

Polynomial fit of average combustion feature values defined over the feasible combustion region

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Fig. 3

Combustion model for simulation

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Fig. 4

Variability or normalized IMEP at PointX, PointY and condition EGR-valve = 60% open, SA = 50 (deg bTDC) (over the stability limit)

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Fig. 5

Probability mass function (PMF) of interarrival times between misfires in n = 150,000 engine cycles. SA = 55 (deg bTDC), EGR-valve = 45 (% open).

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Fig. 6

Distribution of the number of samples containing exactly Km misfires for m = 150 samples extracted from the data set with 150,000 engine cycles. SA = 55 (deg bTDC), EGR-valve = 45 (% open).

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Fig. 7

Likelihood ratio Ln (k) with a fixed moving average window n = 2000 and threshold Lth = 0.6

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Fig. 8

Block diagram of the closed-loop system with the likelihood-based misfire feedback controller

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Fig. 9

Closed-loop response at PointY when the misfire rate exceeds the allowable limit and the misfire controller is in place

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Fig. 10

Closed-loop response at PointY with the conventional misfire controller at misfire rates higher than the allowable

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Fig. 11

Probability density function of CA10 and CA1090 at closed-loop operation for the likelihood-based and the conventional misfire controller



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