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Application of a combined physical and data-based model for improved numerical simulation of a medium-duty diesel engine

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Abstract

The one-dimensional computational fluid dynamics (1D-CFD) simulation is an important development tool for improving the matching process of the exhaust gas turbocharger with a combustion engine. To meet future emission requirements of commercial vehicles, an increasing focus on transient operation conditions is given. For example, a faster boost pressure build-up allows higher exhaust gas recirculation rates during load steps—improving transient nitrogen oxides (\(\hbox {NO}_x\)) emissions. According to this, the matching process of the turbocharger focuses increasingly on the transient operation conditions of combustion engines. To increase the quality of the dynamic engine process simulation, the simulation model should be optimized with regard to the quality of the engine’s high-pressure process including emissions as well as the turbocharger modeling methodology. This paper focuses on the application of an approach that combines a data-based combustion model for the \(\hbox {NO}_x\) and soot values and the high-pressure part of the working process with a physical description of the gas exchange. To generate the data for the combustion model, an extensive measurement campaign of all relevant parameters was carried out on a medium-duty diesel single-cylinder research engine. The developed model was integrated into a multi-cylinder engine (MCE) simulation environment and validated on the basis of corresponding MCE measurements. The sensitivities of the model were examined for the input parameters. The data-based combustion model demonstrates a high accuracy in emissions and high-pressure working process modeling both in the wide range of the engine map and under transient operating conditions as well as for different engine calibration strategies. As a result, a good baseline for the improved transient combustion simulation is provided.

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Abbreviations

\({\text {1D}}\)–\(\mathbf{CFD }\) :

One-dimensional computational fluid dynamics

\({\text {BMEP}}\) :

Brake mean effective pressure

\({\text {CAD a. TDCf}}\) :

Crank angle degree after top dead center firing

\({\text {CAC}}\) :

Charge air cooler

\({\text {CARB}}\) :

California Air Resources Board

\({\text {CO}_{\mathbf{2}}}\) :

Carbon dioxide

\({\text {CRP}}\) :

Common rail pressure

\({\text {DoE}}\) :

Design of experiments

\({\text {EGR}}\) :

Exhaust gas recirculation

\({\text {EGT}}\) :

Exhaust gas aftertreatment

\({\text {EPA}}\) :

Environment Protection Agency

\({\text {EU}}\) :

European Union

\({\text {ESC}}\) :

European Stationary Cycle

\({\text {EVO}}\) :

Exhaust valve opening

\({\text {GHG}}\) :

Greenhouse gas

\({\text {GPM}}\) :

Gaussian process modeling

\({\text {GPR}}\) :

Gaussian process regression

\({\text {HGS}}\) :

Hot gas test stand

\({\text {IMEP}}\) :

Indicated mean effective pressure

\({\text {IMEP}_{\mathbf{HD,Shelby}}}\) :

Indicated mean effective pressure Shelby definition

\({\text {IVC}}\) :

Intake valve closing

\({\text {MCE}}\) :

Multi-cylinder engine

\({\text {MI}}\) :

Main injection

\({\text {NO}_\mathbf{x}}\) :

Nitrogen oxides

\({\text {OP}}\) :

Operation point

\({\text {R}^{\mathbf{2}}}\) :

Coefficient of determination

\({\text {SCE}}\) :

Single-cylinder engine

\({\text {TC}}\) :

Turbocharger

\({\text {TDCf}}\) :

Top dead center firing

\({\text {VGT}}\) :

Variable geometry turbine

\(\alpha\) :

Crank angle

\(\alpha _{5~\%}\) :

Crank angle at start of combustion

\(\alpha _{50~\%}\) :

Crank angle at 50 % heat release

\(\alpha _{90~\%}\) :

Crank angle at end of combustion

\(\alpha _{\text {MFB50}\,\%}\) :

Crank angle at 50 % mass fuel burned

\(\phi _\text {MI}\) :

Start of injection of the main injection

\(\phi _\text {p,Cyl,Max}\) :

Specific crank angle after TDCf at maximum cylinder pressure

\(\lambda\) :

Air–fuel ratio

\(\dot{m}_\text {Air}\) :

Air mass flow

\(\hbox {m}_\text {Inj}\) :

Injection mass

\(\hbox {n}_\text {Eng}\) :

Engine speed

\(\hbox {n}_\text {TC}\) :

Turbocharger speed

\(\hbox {p}_\text {2,a.CAC}\) :

Boost pressure after charge air cooler

\(\hbox {p}_\text {2,IM}\) :

Boost pressure in the intake manifold

\(\hbox {p}_\text {3}\) :

Exhaust back pressure

\(\hbox {p}_\text {Cyl}\) :

Cylinder pressure

\(\hbox {p}_\text {Spline,x}\) :

Combustion characteristic pressure value for high-pressure trace replication algorithm

\(\hbox {T}_\text {2,a.CAC}\) :

Charge air temperature after charge air cooler

\(\hbox {T}_\text {2,IM}\) :

Charge air temperature in the intake manifold

\(\hbox {T}_\text {3}\) :

Exhaust temperature in the exhaust manifold

\(\hbox {T}_\text {3,b.T}\) :

Exhaust temperature before turbine

\(\hbox {T}_\text {4,a.T}\) :

Turbine outlet temperature

\(\hbox {V}_\text {h}\) :

Engine displacement

\(\hbox {X}_\text {EGR}\) :

Exhaust gas recirculation rate

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Authors and Affiliations

  1. Robert Bosch GmbH, Powertrain Solutions, Wernerstraße 51, Feuerbach, 70469, Stuttgart, Germany

    Marcel Lang, Torsten Eggert & Robin Schifferdecker

  2. Robert Bosch GmbH, Powertrain Solutions, Schwieberdingen, Germany

    Peter Bloch

  3. Institut für Kolbenmaschinen (IFKM), Karlsruher Institut für Technologie, Karlsruhe, Germany

    Thomas Koch

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  1. Marcel Lang
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Lang, M., Bloch, P., Koch, T. et al. Application of a combined physical and data-based model for improved numerical simulation of a medium-duty diesel engine. Automot. Engine Technol. 5, 1–20 (2020). https://doi.org/10.1007/s41104-019-00054-w

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