DEVELOPMENT OF ENGINE CONTROL USING THE IN-CYLINDER PRESSURE

SIGNAL IN A HIGH SPEED DIRECT INJECTION DIESEL ENGINE

Problem Statement: Regulating emissions is a principal issue for vehicle manufacturers. How to control the
emissions is what we are going to look at.

Methodology: Cylinder pressure based engine control method is introduced for a multi cylinder high speed direct
injection diesel engine. The time for 50% of the mass fraction to be burned (MFB50) and the IMEP are valuable for
determining the combustion status. These two in cylinder quantities are measured and applied to the engine control
logic. Fuel injection timing is controlled to adjust the operating MFB50 to the target MFB50 using PID control logic,
and the fuel injection quantity is controlled to adjust the measured IMEP to the desired IMEP. The control logic is
demonstrated at steady state and during transient conditions and is applied to an NEDC mode test.

Objectives and Scope: The main objective is to reduce emission from vehicles. Many technologies and engine
subsystems are introduced to meet the demands of these regulations.

Pros:
It will eventually protect environment from pollution.
As its emissions are high, decreasing emissions will save the environment

Summary: To Control the time taken for the 50% of mass fraction to be burned and indicated mean effective
pressure in real time a cylinder pressure analyzer was built. Its work is to finish its analysis at the end of each
cycle, and to apply the analysis results successfully to the control of next cycle. To finish the analysis in time, the
analysis range and the calculation process were optimized.The control variables in this research were the time
taken for the 50% of mass fraction to be burned and indicated mean effective pressure which represent the
combustion phase and the engine-out torque respectively. The MFB50 was adjusted to the target MFB50 by
controlling the injection timing and the indicated mean effective pressure was controlled via the energizing time of
the main injection quantity. The closed- loop control was based on a PID controller and the difference between the
target engine operating condition and the measured operating condition was diminished by logic. The effect of the
combustion control logic was tested using the NEDC mode driving. When both the MFB50 and the IMEP control
were activated soot formation decreased approximately 10%. The beneficial effect of the control logic increased in
the case of defective fuel injector conditions. The engine out emissions by defective injectors showed wide variation
but the ranges were reduced with the MFB50 and the indicated mean effective pressure control logic. The
combustion control logic was effective in maintaining emission performance even though the injectors were
defective. The IMEP control logic maintained the fuel injection quantity at the level used by the base injector. The
NOx emission increased approximately 3%. The flame temperature was greater when the A/F ratio approached a
stoichiometric ratio. Diesel engines are typically operated under lean conditions rich injections lead to a greater A/F
ratio and approach the stoichiometric condition. A greater A/F ratio generates a greater flame temperature and
more NOx emissions are formed. The NOx emissions decreased to the base level when using the control because
the A/F ratio returned to the base condition. CO and the HC emissions in the case of the maximum injector were
maintained at the same level observed when using the base injector and these levels were maintained regardless
of the control condition. Based on the above results the MFB50 and the IMEP control are able to compensate for
injector deterioration or miss-operation. When fuel injection is not under the proper control engine emissions can
reach unacceptable levels. The MFB50 and the IMEP control can be used to compensate for the failure or disorder
of engine parts.Based on the above results, the MFB50 and the IMEP control are able to compensate for injector
deterioration or miss-operation. When fuel injection is not under the proper control, engine emissions can reach
unacceptable levels. The MFB50 and the IMEP control can be used to compensate for the failure or disorder of
engine parts.

Scope of Future Work: The effect of the present additive can be tested In automotive engine and in conjunction
with many alternative fuels in use.