Scribd
Upload
9 views35 pages

Lecture 10 - Calibration

Uploaded by

jehir46869
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
9 views35 pages

Lecture 10 - Calibration

Uploaded by

jehir46869
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
You are on page 1/ 35

AEZG516 – Advances in IC Engines

Sajeeth Kumar
Lecture 03 – Calibration
Scope
Points for Discussion

• Calibration – What is it, how is it done


• Petrol vs Diesels
• Calibration Tools
• Sensors and Actuators
• Control Strategies
• Software Architecture
Part 1
Calibration
• SI & CI Engines
• Primary Difference?
• SI – Air Throttled
• CI – Fuel Throttled
• Emission Norms
• BS4 & April 2020 - BS6
• Driving Cycle Changes & Emissions Targets
• How are engines controlled?
• What is Engine Control Unit?
Part 1
Calibration
• SI Engine – Primary Control Parameters – ECU’s POV
• Fuel
• Spark
• Fuel
• Air Fuel Ratio AFR = wt of air / wt of fuel
• Stoichiometric Ratio – 14.7:1
• Rich – More Fuel – AFR < 14.7
• Lean – Less Fuel – AFR > 14.7
• Lambda = current AFR / Stoichiometric AFR
• Lambda < 1 – Rich & Lambda > 1 – Lean
• Rich – Gain Power, Lose BSFC
• Lean – Gain BSFC to a Point – Why?
Part 1
Calibration
• AFR calculated Air Mass
• For Air Mass of 300 mg/stroke
• AFR 14.7 – 21.41 mg
• AFR 12 – 25 mg
• AFR 17 – 17.65 mg
• Rich Mixtures – Partial Oxidation of Hydro Carbons
• Rich Mixtures – HC, CO, PM
• Lean Mixtures – Burn Hotter
• Nox – Primary Emission
• 14.2-14.7 AFR operating band for SI with TWC
• HC,CO used to reduce NOx
• TWC doesn't’t work well at lean conditions – No HC & CO
Part 1
Calibration
• SI engines - 80% of time at low-mid load conditions
• Closed Loop control – Maintains 14.2 – 14.7 AFR
• PID Controllers used for the same
• Automotive – Fuel & Spark control
• Closed Loop – Less than 50% throttle
• Open Loop – Other wise
Part 1
Calibration
• Spark
• Not Instantaneous
• Timing of Spark
Part 1
Calibration
Part 1
Calibration
• MFB
• Chemical Delay
• Rapid Pressure Increase
• Max Pressure @ 50% MFB
• 90% MFB in 50% time
Part 1
Calibration
Imagine you are driving a petrol car

Condition RPM Throttle % Requirement


Cruising at 60 kmph on a 6 lane highway 2000 20 Fuel Efficiency
with no traffic
Sudden Overtaking Maneuver
Climbing a shopping mall parking ramp
Going downhill
Standing still at traffic
Crawling in traffic
Part 1
Calibration
Imagine you are driving a petrol car

Condition RPM Throttle % Requirement


Cruising at 60 kmph 2000 20 Fuel Efficiency
Sudden Overtaking Maneuver 5000 80 Power
Climbing a shopping mall parking ramp 3000 50 Torque
Going downhill 3000 0 Eng. Braking
Standing still at traffic 1000 0 Emissions
Crawling in traffic 2000 10 Emissions
Part 1
Calibration
100 20 12.5 ACC ACC
90 20 ACC ACC ACC
80 ACC ACC ACC ACC
70
60 13 17 13 PTA
50 PTA PTA PTA PTA
40 PTA PTA PTA PTA
30 15.5 14
20 15.5 Cruise
10 14.7 14.7 12
0 14.7 Eng Brake 10 Eng Brake Eng Brake 18
1000 2000 3000 4000 5000 6000
Part 1
Calibration
• Look Up Tables / Maps
• Fuel – Fuel Map
• Spark – Spark or Advances Map
• Control Strategy
• TPS vs RPM – Alpha N
• MAP vs RPM – Speed Density 1
• MAF vs RPM – Speed Density 2
• Outliers
• Atmospheric Pressure changes / Altitude
• Ambient Temperatures / Humidity
• Battery Voltage
• Outliers captured using “Correction Tables”
Discussions

• OEM Requirements
• Emissions Based Calibration
• Emissions Treatment
Calibration
Revisit
• Calibration – Supplying the engine what it needs
• SI – Fuel & Spark
• Fuel – AFR – Rich – Stoich – Lean
• Spark Timing – Advanced
• Weibes Function
• Generate a LUT
• Throttle Position vs RPM
Control Strategies

• Throttle Position vs RPM – Alpha N Strategy


• Can capture minute throttle changes accurately
• Problems?
Control Strategies
Speed Density
• Measure air
• Pressure – PV =nRT – MAP
• Flow (Velocity) – m = den*A*V – MAF
• Actual Load Measurement
• What is Load?
• How do you measure Load, Dynamically?
Speed Density Algorithm

• Large Vacuum ( -12 -14 psi ) = Low Load Conditions


• Zero Vacuum or Positive Pressure = High Load Conditions
• Load vs Gear
• Speed Density vs Alpha N
• Outliers
Diesel Control Strategy

• Diesel Engines – Fuel Throttled


• Fuel - Engine RPM – Wheel Speed
• Lean Operation
• Control Parameters
• Injection Quantity ( IQ )
• Start of Injection ( SOI )
Emissions Strategies

• Emissions
• CO, HC, Soot
• Nox
• Fuelling
• Spark Advance
• 3 Way Catalytic Converter or DO Catalyst
• EGR – Indirectly
• DPF
• SCR - Dosage
Calibration
OEM Strategy
• Closed Loop – PID Control
• Cold Start Strategies
• Transients – Fast & Slow
• Blending Strategies
Calibration
OEM Strategy
• Bosch Petrol Strategy
• Crank Synchronous
• Air Synchronous
• Bosch Diesel Strategy
• EDC15
OEM Strategies
OEM Strategy
• Requirements
• Emissions Compliance
• Reliability
• Drivability
• Often contradictory
OEM Strategies
SI Engine Emissions
• Primary strategy is to maintain AFRs
• Closed loop PID Control
• Open loop vs Closed loop systems
OEM Strategies
How do you optimise torque
• Driver torque demand – Areas where demand is high?
• Torque = More Emissions
• Torque = Better Drivability
OEM Strategies
Torque Demand Strategies
• Crank Synchronous Path
• Air Synchronous Path
OEM Strategies
Torque Demand – Crank Synchronous Path
• How do you increase torque?
• Air Fuel Ratios – Emissions Constraints
• Spark Advances – Cylinder Pressure & Emissions Constraints
• Leaves a narrow area to work with
• Ideally work on top down – do not increase torque for high demand but
• Decrease torque for low demand areas
• Problem?
• CAFÉ norms
OEM Strategies
Torque Demand – Air Synchronous Path
• Assuming we maintain AFR constant, can torque be increased?
• Electronic Throttle Body
• Demand vs Supply Maps – Driver Wish Maps
• Mitigates need for corrections
• Gradual onset of torque better from emissions perspective
OEM Strategies
Torque Demand – Air Synchronous Path
• Variable valve timing
• Torque is proportional to VE
• VE is determined by valve overlap
• VVT changes VE at various load points to optimize torque delivery
OEM Strategies
Torque Demand – Air Synchronous Path
• Forced Induction
• Turbo pressure can be varied – Wastegate control
• Target boost limits set to meet torque demand
• CAFÉ norms can be met – downsize and turbocharge
OEM Strategies
Air and Crank Synchronous Paths
• Crank synchronous can meet immediate demands
• Air synchronous – ETB and VVT follow next
• Air synchronous – Turbo – Takes time based on turbo design and turbo shaft rpms
OEM Strategies
CI Strategies
• Essentially same strategies
• EGR is usually used to dilute mixtures – lesser pressure = lesser emissions
OEM Strategies
Other control strategies
• NVH requirement in CI engines
• Pilot injection and multiple injection pulses can help
• DPF regeneration strategies require a momentary rich condition – fuel is burnt inside the DPF
for regeneration
• Limp home mode – fail safe for critical failures
• Component protection maps
Thank You!
Next Lecture : Fuel Injection Systems

You might also like