Analysis of a series hybrid vehicle concept that combines low temperature combustion and biofuels as power source

[EN] This work evaluates the potential of a series hybrid vehicle concept that combines low temperature combustion (LTC) and biofuels as power source. To do this, experimental data from a previous work obtained in a singlecylinder engine running under ethanol-diesel dual-fuel combustion is used. Then, vehicle systems simulations are used to estimate performance and emissions of the LTC hybrid vehicle and compare them versus conventional diesel combustion (CDC). The vehicle selected to perform the simulations is the Opel Vectra, which equips the compression ignition engine used in the experimental tests. The results from the simulations used for the analysis are firstly optimized by combining design of experiments and the Kriging fitting method. The multi-objective optimization allows to determine some characteristics and controls of the hybrid vehicle. The comparison of the estimated performance and emissions of the LTC-hybrid concept versus CDC over the worldwide harmonized light vehicles test cycle (WLTC) and real driving cycle (RDE) revealed clear benefits in terms of energy consumption, CO2 and NOx and soot emissions. In this sense, the hybrid concept enabled a reduction of the final energy consumed of 3% in the RDE cycle and 6.5% in the WLTC as compared to CDC. In terms of engine-out emissions, the CO2 was reduced around 16% versus CDC, and engine-out NOx and soot were reduced below the levels imposed by the Euro 6 regulation. As a penalty, the engine-out HC and CO emissions increased to more than double than CDC. However, based on previous experimental results, it is expected that a conventional diesel oxidation catalyst can reduce the tail-pipe HC and CO levels below the Euro 6 limits.The authors gratefully acknowledge General Motors Global Research & Development for providing the engine used to acquire the experimental data shown in this investigation. The authors also acknowledge FEDER and Spanish Ministerio de Economía y Competitividad for partially supporting this research through TRANCO project (TRA2017- 87694-R).García Martínez, A.; Monsalve-Serrano, J. (2019). Analysis of a series hybrid vehicle concept that combines low temperature combustion and biofuels as power source. Results in Engineering. 1:1-12. https://doi.org/10.1016/j.rineng.2019.01.001S1121Kalghatgi, G. (2018). Is it really the end of internal combustion engines and petroleum in transport? Applied Energy, 225, 965-974. doi:10.1016/j.apenergy.2018.05.076Singh, S., & Kennedy, C. (2015). Estimating future energy use and CO2 emissions of the world’s cities. Environmental Pollution, 203, 271-278. doi:10.1016/j.envpol.2015.03.039Engel, M. S., Paas, B., Schneider, C., Pfaffenbach, C., & Fels, J. (2018). Perceptual studies on air quality and sound through urban walks. Cities, 83, 173-185. doi:10.1016/j.cities.2018.06.020Guanetti, J., Formentin, S., Corno, M., & Savaresi, S. M. (2017). Optimal energy management in series hybrid electric bicycles. Automatica, 81, 96-106. doi:10.1016/j.automatica.2017.03.021He, H., & Guo, X. (2018). Multi-objective optimization research on the start condition for a parallel hybrid electric vehicle. Applied Energy, 227, 294-303. doi:10.1016/j.apenergy.2017.07.082García Valladolid, P., Tunestål, P., Monsalve-Serrano, J., García, A., & Hyvönen, J. (2017). Impact of diesel pilot distribution on the ignition process of a dual fuel medium speed marine engine. Energy Conversion and Management, 149, 192-205. doi:10.1016/j.enconman.2017.07.023Wu, H.-W., Wang, R.-H., Ou, D.-J., Chen, Y.-C., & Chen, T. (2011). Reduction of smoke and nitrogen oxides of a partial HCCI engine using premixed gasoline and ethanol with air. Applied Energy, 88(11), 3882-3890. doi:10.1016/j.apenergy.2011.03.027Olmeda, P., García, A., Monsalve-Serrano, J., & Lago Sari, R. (2018). Experimental investigation on RCCI heat transfer in a light-duty diesel engine with different fuels: Comparison versus conventional diesel combustion. Applied Thermal Engineering, 144, 424-436. doi:10.1016/j.applthermaleng.2018.08.082Yao, M., Zheng, Z., & Liu, H. (2009). Progress and recent trends in homogeneous charge compression ignition (HCCI) engines. Progress in Energy and Combustion Science, 35(5), 398-437. doi:10.1016/j.pecs.2009.05.001Maurya, R. K., & Agarwal, A. K. (2011). Experimental investigation on the effect of intake air temperature and air–fuel ratio on cycle-to-cycle variations of HCCI combustion and performance parameters. Applied Energy, 88(4), 1153-1163. doi:10.1016/j.apenergy.2010.09.027Singh, A. P., & Agarwal, A. K. (2012). Combustion characteristics of diesel HCCI engine: An experimental investigation using external mixture formation technique. Applied Energy, 99, 116-125. doi:10.1016/j.apenergy.2012.03.060Yang, Y., Dec, J. E., Dronniou, N., & Sjöberg, M. (2011). Tailoring HCCI heat-release rates with partial fuel stratification: Comparison of two-stage and single-stage-ignition fuels. Proceedings of the Combustion Institute, 33(2), 3047-3055. doi:10.1016/j.proci.2010.06.114Benajes, J., García, A., Monsalve-Serrano, J., Balloul, I., & Pradel, G. (2017). Evaluating the reactivity controlled compression ignition operating range limits in a high-compression ratio medium-duty diesel engine fueled with biodiesel and ethanol. International Journal of Engine Research, 18(1-2), 66-80. doi:10.1177/1468087416678500García, A., Monsalve-Serrano, J., Rückert Roso, V., & Santos Martins, M. E. (2017). Evaluating the emissions and performance of two dual-mode RCCI combustion strategies under the World Harmonized Vehicle Cycle (WHVC). Energy Conversion and Management, 149, 263-274. doi:10.1016/j.enconman.2017.07.034Benajes, J., García, A., Monsalve-Serrano, J., & Villalta, D. (2018). Exploring the limits of the reactivity controlled compression ignition combustion concept in a light-duty diesel engine and the influence of the direct-injected fuel properties. Energy Conversion and Management, 157, 277-287. doi:10.1016/j.enconman.2017.12.028Benajes, J., García, A., Monsalve-Serrano, J., Balloul, I., & Pradel, G. (2016). An assessment of the dual-mode reactivity controlled compression ignition/conventional diesel combustion capabilities in a EURO VI medium-duty diesel engine fueled with an intermediate ethanol-gasoline blend and biodiesel. Energy Conversion and Management, 123, 381-391. doi:10.1016/j.enconman.2016.06.059Benajes, J., García, A., Monsalve-Serrano, J., & Boronat, V. (2016). Dual-Fuel Combustion for Future Clean and Efficient Compression Ignition Engines. Applied Sciences, 7(1), 36. doi:10.3390/app7010036Benajes, J., García, A., Monsalve-Serrano, J., & Boronat, V. (2017). An investigation on the particulate number and size distributions over the whole engine map from an optimized combustion strategy combining RCCI and dual-fuel diesel-gasoline. Energy Conversion and Management, 140, 98-108. doi:10.1016/j.enconman.2017.02.073Benajes, J., García, A., Monsalve-Serrano, J., & Boronat, V. (2017). Gaseous emissions and particle size distribution of dual-mode dual-fuel diesel-gasoline concept from low to full load. Applied Thermal Engineering, 120, 138-149. doi:10.1016/j.applthermaleng.2017.04.005Curran S, Hanson R, Wagner R. Reactivity controlled compression ignition combustion on a multi-cylinder light-duty diesel engine. Int. J. Engine Res. 13 (3), 216-225.Reitz, R. D., & Duraisamy, G. (2015). Review of high efficiency and clean reactivity controlled compression ignition (RCCI) combustion in internal combustion engines. Progress in Energy and Combustion Science, 46, 12-71. doi:10.1016/j.pecs.2014.05.003Olmeda, P., Martin, J., Garcia, A., Villalta, D., Warey, A., & Domenech, V. (2017). A Combination of Swirl Ratio and Injection Strategy to Increase Engine Efficiency. SAE International Journal of Engines, 10(3), 1204-1216. doi:10.4271/2017-01-0722Luján, J. M., Bermúdez, V., Dolz, V., & Monsalve-Serrano, J. (2018). An assessment of the real-world driving gaseous emissions from a Euro 6 light-duty diesel vehicle using a portable emissions measurement system (PEMS). Atmospheric Environment, 174, 112-121. doi:10.1016/j.atmosenv.2017.11.056OLIVER, M. A., & WEBSTER, R. (1990). Kriging: a method of interpolation for geographical information systems. International journal of geographical information systems, 4(3), 313-332. doi:10.1080/02693799008941549Benajes, J., García, A., Monsalve-Serrano, J., & Villalta, D. (2018). Benefits of E85 versus gasoline as low reactivity fuel for an automotive diesel engine operating in reactivity controlled compression ignition combustion mode. Energy Conversion and Management, 159, 85-95. doi:10.1016/j.enconman.2018.01.015García, A., Piqueras, P., Monsalve-Serrano, J., & Lago Sari, R. (2018). Sizing a conventional diesel oxidation catalyst to be used for RCCI combustion under real driving conditions. Applied Thermal Engineering, 140, 62-72. doi:10.1016/j.applthermaleng.2018.05.04

Automated engine calibration of hybrid electric vehicles

We present a method for automated engine calibration, by optimizing engine management settings and power-split control of a hybrid electric vehicle. The problem, which concerns minimization of fuel consumption under a NOx constraint, is formulated as an optimal control problem. By applying Pontryagin's maximum principle, this study shows that the problem is separable in space. In the case where the limits of battery state of charge are not activated, we show that the optimization problem is also separable in time. The optimal solution is obtained by iteratively solving the power-split control problem using dynamic programming or the Equivalent Consumption Minimization Strategy. In addition, we present a computationally efficient suboptimal solution, which aims at reducing the number of power-split optimizations required. An example is provided concerning optimization of engine management settings and power-split control of a parallel hybrid electric vehicle

Meta-heuristic algorithms in car engine design: a literature survey

Meta-heuristic algorithms are often inspired by natural phenomena, including the evolution of species in Darwinian natural selection theory, ant behaviors in biology, flock behaviors of some birds, and annealing in metallurgy. Due to their great potential in solving difficult optimization problems, meta-heuristic algorithms have found their way into automobile engine design. There are different optimization problems arising in different areas of car engine management including calibration, control system, fault diagnosis, and modeling. In this paper we review the state-of-the-art applications of different meta-heuristic algorithms in engine management systems. The review covers a wide range of research, including the application of meta-heuristic algorithms in engine calibration, optimizing engine control systems, engine fault diagnosis, and optimizing different parts of engines and modeling. The meta-heuristic algorithms reviewed in this paper include evolutionary algorithms, evolution strategy, evolutionary programming, genetic programming, differential evolution, estimation of distribution algorithm, ant colony optimization, particle swarm optimization, memetic algorithms, and artificial immune system

Study of the Potential of Electrified Powertrains with Dual-Fuel Combustion to Achieve the 2025 Emissions Targets in Heavy-Duty Applications

[ES] El transporte de personas, así como de carga ha evolucionado y crecido tremendamente en los últimos años. El desarrollo tecnológico debió ser adaptado a las diferentes medidas gubernamentales en términos de control de emisiones contaminantes. Desde el acuerdo de Paris en 2015 para mantener el crecimiento de la temperatura global por debajo de 1.5oC, se han impuesto también límites para las emisiones de CO2 por parte de vehículos de carretera. Para el sector del transporte pesado, se han impuesto límites de flota de 15% para 2025 y 30% para 2030 de reducción del CO2 con respecto a 2019. Por lo tanto, esta doble restricción de muy bajos niveles de emisiones contaminantes, así como de gases de efecto invernadero hacen que el sector del transporte este ante un gran desafío tecnológico. En 2022, el transporte de carga tiene un 99% de vehículos propulsados a motor de combustión interna con Diesel como combustible y sin ningún tipo de ayuda eléctrica en el sistema de propulsión. Los límites de emisiones contaminantes como Euro 6 son alcanzados con complejos sistemas de postratamiento que además agregan el consumo de Urea. Trabajos previos en la bibliografía, así como sistemas prototipo han demostrado que es posible alcanzar los objetivos de emisiones contaminantes con métodos avanzados de control de la combustión y así disminuyendo la complejidad del post tratamiento en la salida de gases. Con mayor éxito, el concepto de Reactivity Controlled Combustion Ignition puede alcanzar valores por debajo de Euro 6 con eficiencia similar a la combustión de Diesel. Sin embargo, no soluciona los problemas de emisiones de CO2. Por otro lado, en vehículos de pasajeros fue demostrado con suceso la aplicación de motores eléctricos en el sistema de propulsión para mejorar la eficiencia global del vehículo. El caso extremo son los vehículos puramente electicos donde se alcanza eficiencias por arriba del 70% contra 35% de los vehículos no electrificados. Sin embargo, limitaciones de autonomía, tiempo de carga y la no clara reducción global de la contaminación debido a las emisiones de la energía de la red eléctrica y la contaminación de las baterías de ion-litio hacen que este sistema de propulsión este bajo discusión. Para los vehículos con algún grado de electrificación, las emisiones de gases contaminantes siguen siendo un problema como para el caso no electrificado. Por lo tanto, esta tesis doctoral aborda el problema de emisiones contaminantes, así como de CO2 combinado modos avanzados de combustión con sistemas de propulsión electrificado. La aplicación de estas tecnologías se centra en el sector del transporte de carretera pesado. En particular, un camión de 18 toneladas de carga máxima que originalmente en 2022 equipa un motor seis cilindros de 8 litros con combustión convencional Diesel. El presente trabajo utiliza herramientas experimentales como son medidas en banco motor, así como en carretera para alimentar y validar modelos numéricos de motor, sistema de postratamiento, así como de vehículo. Este último es el punto central del trabajo ya que permite abordar sistemas como el mild hybrid, full hybrid y plug-in hybrid. Calibración de motor experimental dedicada a sistemas de propulsión hibrido es presentada con combustibles sintéticos y/o para llegar a los límites de Euro 7.[CA] El transport de persones, així com de càrrega ha evolucionat i crescut tremendament en els últims anys. El desenvolupament tecnològic degué ser adaptat a les diferents mesures governamentals en termes de control d'emissions contaminants. Des de l'acord de Paris en 2015 per a mantindre el creixement de la temperatura global per davall de 1.5oC, s'han imposat també límits per a les emissions de CO¿ per part de vehicles de carretera. Per al sector del transport pesat, s'han imposat limites de flota de 15% per a 2025 i 30% per a 2030 de reducció del CO¿ respecte a 2019. Per tant, aquesta doble restricció de molt baixos nivells d'emissions contaminants, així com de gasos d'efecte d'hivernacle fan que el sector del transport aquest davant un gran desafiament tecnològic. En 2022, el transport de càrrega té un 99% de vehicles propulsats a motor de combustió interna amb Dièsel com a combustible i sense cap mena d'ajuda elèctrica en el sistema de propulsió. Els limites d'emissions contaminants com a Euro 6 són aconseguits amb complexos sistemes de posttractament que a més agreguen el consum d'Urea. Treballs previs en la bibliografia, així com sistemes prototip han demostrat que és possible aconseguir els objectius d'emissions contaminants amb mètodes avançats de control de la combustió i així disminuint la complexitat del post tractament en l'eixida de gasos. Amb major èxit, el concepte de Reactivity Controlled Combustion Ignition pot aconseguir valors per davall d'Euro 6 amb eficiència similar a la combustió de Dièsel. No obstant això, no soluciona els problemes d'emissions de CO¿. D'altra banda, en vehicles de passatgers va ser demostrat amb succés l'aplicació de motors elèctrics en el sistema de propulsió per a millorar l'eficiència global del vehicle. El cas extrem són els vehicles purament electicos on s'aconsegueix eficiències per dalt del 70% contra 35% dels vehicles no electrificats. No obstant això, limitacions d'autonomia, temps de càrrega i la no clara reducció global de la contaminació a causa de les emissions de l'energia de la xarxa elèctrica i la contaminació de les bateries d'ió-liti fan que aquest sistema de propulsió aquest baix discussió. Per als vehicles amb algun grau d'electrificació, les emissions de gasos contaminants continuen sent un problema com per al cas no electrificat. Per tant, aquesta tesi doctoral aborda el problema d'emissions contaminants, així com de CO¿ combinat maneres avançades de combustió amb sistemes de propulsió electrificat. L'aplicació d'aquestes tecnologies se centra en el sector del transport de carretera pesat. En particular, un camió de 18 tones de càrrega màxima que originalment en 2022 equipa un motor sis cilindres de 8 litres amb combustió convencional Dièsel. El present treball utilitza eines experimentals com són mesures en banc motor, així com en carretera per a alimentar i validar models numèrics de motor, sistema de posttractament, així com de vehicle. Est ultime és el punt central del treball ja que permet abordar sistemes com el mild hybrid, full *hybrid i plug-in hybrid. Calibratge de motor experimental dedicada a sistemes de propulsió hibride és presentada amb combustibles sintètics i/o per a arribar als límits d'Euro 7.[EN] The transport of people, as well as cargo, has evolved and grown tremendously over the recent years. Technological development had to be adapted to the different government measures for controlling polluting emissions. Since the Paris agreement in 2015 limits have also been imposed on the CO2 emissions from road vehicles to keep global temperature growth below 1.5oC. For the heavy transport sector, fleet limits of 15% for 2025 and 30% for 2030 CO2 reduction have been introduced with respect to the limits of 2019. Therefore, the current restriction of very low levels of polluting emissions, as well as greenhouse gases, makes the transport sector face a great technological challenge. In 2021, 99% of freight transport was powered by an internal combustion engine with Diesel as fuel and without any type of electrical assistance in the propulsion system. Moreover, polluting emission limits such as the Euro 6 are achieved with complex post-treatment systems that also add to the consumption of Urea. Previous research and prototype systems have shown that it is possible to achieve polluting emission targets with advanced combustion control methods, thus reducing the complexity of post-treatment in the exhaust gas. With greater success, the concept of Reactivity Controlled Combustion Ignition can reach values below the Euro 6 with similar efficiency to Diesel combustion. Unfortunately, it does not solve the CO2 emission problems. On the other hand, in passenger vehicles, the application of electric motors in the propulsion system has been shown to successfully improve the overall efficiency of the vehicle. The extreme case is the purely electric vehicles, where efficiencies above 70% are achieved against 35% of the non-electrified vehicles. However, limitations of vehicle range, charging time, payload reduction and an unclear overall reduction in greenhouse emissions bring this propulsion system under discussion. For vehicles with some degree of electrification, polluting gas emissions continue to be a problem as for the non-electrified case. Therefore, this doctoral Thesis addresses the problem of polluting emissions and CO2 combined with advanced modes of combustion with electrified propulsion systems. The application of these technologies focuses on the heavy road transport sector. In particular, an 18-ton maximum load truck that originally was equipped with an 8-liter six-cylinder engine with conventional Diesel combustion. The present work uses experimental tools such as measurements on the engine bench as well as on the road to feed and validate numerical models of the engine, after-treatment system, and the vehicle. The latter is the central point of the work since it allows addressing systems such as mild hybrid, full hybrid, and plug-in hybrid. Experimental engine calibration dedicated to hybrid propulsion systems is presented with synthetic fuels in order to reach the limits of the Euro 7.This Doctoral Thesis has been partially supported by the Universitat Politècnica de València through the predoctoral contract of the author (Subprograma 2), which is included within the framework of Programa de Apoyo para la Investigación y Desarrollo (PAID)Martínez Boggio, SD. (2022). Study of the Potential of Electrified Powertrains with Dual-Fuel Combustion to Achieve the 2025 Emissions Targets in Heavy-Duty Applications [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/18883

Optimal Control for Automotive Powertrain Applications

Optimal Control (OC) is essentially a mathematical extremal problem. The procedure consists on the definition of a criterion to minimize (or maximize), some constraints that must be fulfilled and boundary conditions or disturbances affecting to the system behavior. The OC theory supplies methods to derive a control trajectory that minimizes (or maximizes) that criterion. This dissertation addresses the application of OC to automotive control problems at the powertrain level, with emphasis on the internal combustion engine. The necessary tools are an optimization method and a mathematical representation of the powertrain. Thus, the OC theory is reviewed with a quantitative analysis of the advantages and drawbacks of the three optimization methods available in literature: dynamic programming, Pontryagin minimum principle and direct methods. Implementation algorithms for these three methods are developed and described in detail. In addition to that, an experimentally validated dynamic powertrain model is developed, comprising longitudinal vehicle dynamics, electrical motor and battery models, and a mean value engine model. OC can be utilized for three different purposes: 1. Applied control, when all boundaries can be accurately defined. The engine control is addressed with this approach assuming that a the driving cycle is known in advance, translating into a large mathematical problem. Two specific cases are studied: the management of a dual-loop EGR system, and the full control of engine actuators, namely fueling rate, SOI, EGR and VGT settings. 2. Derivation of near-optimal control rules, to be used if some disturbances are unknown. In this context, cycle-specific engine calibrations calculation, and a stochastic feedback control for power-split management in hybrid vehicles are analyzed. 3. Use of OC trajectories as a benchmark or base line to improve the system design and efficiency with an objective criterion. OC is used to optimize the heat release law of a diesel engine and to size a hybrid powertrain with a further cost analysis. OC strategies have been applied experimentally in the works related to the internal combustion engine, showing significant improvements but non-negligible difficulties, which are analyzed and discussed. The methods developed in this dissertation are general and can be extended to other criteria if appropriate models are available.El Control Óptimo (CO) es esencialmente un problema matemático de búsqueda de extremos, consistente en la definición de un criterio a minimizar (o maximizar), restricciones que deben satisfacerse y condiciones de contorno que afectan al sistema. La teoría de CO ofrece métodos para derivar una trayectoria de control que minimiza (o maximiza) ese criterio. Esta Tesis trata la aplicación del CO en automoción, y especialmente en el motor de combustión interna. Las herramientas necesarias son un método de optimización y una representación matemática de la planta motriz. Para ello, se realiza un análisis cuantitativo de las ventajas e inconvenientes de los tres métodos de optimización existentes en la literatura: programación dinámica, principio mínimo de Pontryagin y métodos directos. Se desarrollan y describen los algoritmos para implementar estos métodos así como un modelo de planta motriz, validado experimentalmente, que incluye la dinámica longitudinal del vehículo, modelos para el motor eléctrico y las baterías, y un modelo de motor de combustión de valores medios. El CO puede utilizarse para tres objetivos distintos: 1. Control aplicado, en caso de que las condiciones de contorno estén definidas. Puede aplicarse al control del motor de combustión para un ciclo de conducción dado, traduciéndose en un problema matemático de grandes dimensiones. Se estudian dos casos particulares: la gestión de un sistema de EGR de doble lazo, y el control completo del motor, en particular de las consignas de inyección, SOI, EGR y VGT. 2. Obtención de reglas de control cuasi-óptimas, aplicables en casos en los que no todas las perturbaciones se conocen. A este respecto, se analizan el cálculo de calibraciones de motor específicas para un ciclo, y la gestión energética de un vehículo híbrido mediante un control estocástico en bucle cerrado. 3. Empleo de trayectorias de CO como comparativa o referencia para tareas de diseño y mejora, ofreciendo un criterio objetivo. La ley de combustión así como el dimensionado de una planta motriz híbrida se optimizan mediante el uso de CO. Las estrategias de CO han sido aplicadas experimentalmente en los trabajos referentes al motor de combustión, poniendo de manifiesto sus ventajas sustanciales, pero también analizando dificultades y líneas de actuación para superarlas. Los métodos desarrollados en esta Tesis Doctoral son generales y aplicables a otros criterios si se dispone de los modelos adecuados.El Control Òptim (CO) és essencialment un problema matemàtic de cerca d'extrems, que consisteix en la definició d'un criteri a minimitzar (o maximitzar), restriccions que es deuen satisfer i condicions de contorn que afecten el sistema. La teoria de CO ofereix mètodes per a derivar una trajectòria de control que minimitza (o maximitza) aquest criteri. Aquesta Tesi tracta l'aplicació del CO en automoció i especialment al motor de combustió interna. Les ferramentes necessàries són un mètode d'optimització i una representació matemàtica de la planta motriu. Per a això, es realitza una anàlisi quantitatiu dels avantatges i inconvenients dels tres mètodes d'optimització existents a la literatura: programació dinàmica, principi mínim de Pontryagin i mètodes directes. Es desenvolupen i descriuen els algoritmes per a implementar aquests mètodes així com un model de planta motriu, validat experimentalment, que inclou la dinàmica longitudinal del vehicle, models per al motor elèctric i les bateries, i un model de motor de combustió de valors mitjans. El CO es pot utilitzar per a tres objectius diferents: 1. Control aplicat, en cas que les condicions de contorn estiguen definides. Es pot aplicar al control del motor de combustió per a un cicle de conducció particular, traduint-se en un problema matemàtic de grans dimensions. S'estudien dos casos particulars: la gestió d'un sistema d'EGR de doble llaç, i el control complet del motor, particularment de les consignes d'injecció, SOI, EGR i VGT. 2. Obtenció de regles de control quasi-òptimes, aplicables als casos on no totes les pertorbacions són conegudes. A aquest respecte, s'analitzen el càlcul de calibratges específics de motor per a un cicle, i la gestió energètica d'un vehicle híbrid mitjançant un control estocàstic en bucle tancat. 3. Utilització de trajectòries de CO com comparativa o referència per a tasques de disseny i millora, oferint un criteri objectiu. La llei de combustió així com el dimensionament d'una planta motriu híbrida s'optimitzen mitjançant l'ús de CO. Les estratègies de CO han sigut aplicades experimentalment als treballs referents al motor de combustió, manifestant els seus substancials avantatges, però també analitzant dificultats i línies d'actuació per superar-les. Els mètodes desenvolupats a aquesta Tesi Doctoral són generals i aplicables a uns altres criteris si es disposen dels models adequats.Reig Bernad, A. (2017). Optimal Control for Automotive Powertrain Applications [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/90624TESI

THIESEL 2020.Thermo-and Fluid Dynamic Processes in Direct Injection Engines.8th-11th September

'The THIESEL 2020 Conference on Thermo-and Fluid Dynamic Processes in Direct Injection Engines planned in Valencia (Spain) for 8th to 11th September 2020 has been successfully held in a virtual format, due to the COVID19 pandemic. In spite of the very tough environmental demands, combustion engines will probably remain the main propulsion system in transport for the next 20 to 50 years, at least for as long as alternative solutions cannot provide the flexibility expected by customers of the 21st century. But it needs to adapt to the new times, and so research in combustion engines is nowadays mostly focused on the new challenges posed by hybridization and downsizing. The topics presented in the papers of the conference include traditional ones, such as Injection & Sprays, Combustion, but also Alternative Fuels, as well as papers dedicated specifically to CO2 Reduction and Emissions Abatement.Papers stem from the Academic Research sector as well as from the IndustryXandra Marcelle, M.; Desantes Fernández, JM. (2020). THIESEL 2020.Thermo-and Fluid Dynamic Processes in Direct Injection Engines.8th-11th September. Editorial Universitat Politècnica de València. http://hdl.handle.net/10251/150759EDITORIA

Development of a Simulation based Powertrain Design Framework for Evaluation of Transient Soot Emissions from Diesel Engine Vehicles.

This dissertation presents the development of a modeling and simulation framework for diesel engine vehicles to enable soot emissions as a constraint in powertrain design and control. To this end, numerically efficient models for predicting temporallyresolved transient soot emissions are identified in the form of a third-order dual-input single-output (DISO) Volterra series from transient soot data recorded by integrating real-time (RT) vehicle level models in Engine-in-the-loop (EIL) experiments. It is shown that the prediction accuracy of transient soot significantly improves over the steady-state maps, while the model remains computationally efficient for systemslevel work. The evaluation of powertrain design also requires a systematic procedure for dealing with the issue that drivers potentially adapt their driving styles to a given design. In order to evaluate the implications of different powertrain design changes on transient soot production it is essential to compare these design changes on a consistent basis. This problem is explored in the context of longitudinal motion of a vehicle following a standard drive-cycle repeatedly. This dissertation develops a proportional-derivative (PD) type iterative learning based algorithm to synthesize driver actuator inputs that seek to minimize soot emissions using the Volterra series based transient soot models. The solution is compared to the one obtained using linear programming. Results show that about 19% reduction in total soot can be achieved for the powertrain design considered in about 40 iterations. The two contributions of this dissertation: development of computationally efficient system level transient soot models and the synthesis of driver inputs via iterative learning for reducing soot, both contribute to improving the art of modeling and simulation for diesel powertrain design and control.Ph.D.Mechanical EngineeringUniversity of Michigan, Horace H. Rackham School of Graduate Studieshttp://deepblue.lib.umich.edu/bitstream/2027.42/86386/1/ahlawatr_1.pd

Power Capability Estimation Accounting for Thermal and Electrical Constraints of Lithium-Ion Batteries.

Lithium-ion (Li-ion) batteries have become one of the most critical components in vehicle electrification due to their high specific power and energy density. The performance and longevity of these batteries rely on constraining their operation such that voltage and temperature are regulated within prescribed intervals. Enforcement of constraints on the power capability is a viable solution to protect Li-ion batteries from overheating as well as over-charge/discharge. Moreover, the ability to estimate power capability is vital in formulating power management strategies that account for battery performance limitations while minimizing fuel consumption and emissions. To estimate power capability accounting for thermal and electrical constraints, the characterization of thermal and electrical system behavior is required. In the course of addressing this problem, first, a computationally efficient thermal model for a cylindrical battery is developed. The solution of the convective heat transfer problem is approximated by polynomials with identifiable parameters that have physical meaning. The parameterized thermal model is shown to accurately predict the measured core and surface temperatures. The model-based thermal estimation methodology is augmented for cases of unknown cooling conditions. The proposed method is shown with experimental data to accurately provide estimates of the core temperature even under faults in the cooling system. To jointly account for the thermal and electrical constraints, we utilize time scale separation, and propose a real-time implementable method to predict power capability of a Li-ion battery. The parameterized battery thermal model and estimation algorithms are integrated into a power management system for a series hybrid electric vehicle. An algorithm for sequential estimation of coupled model parameters and states is developed using sensitivity-based parameter grouping. The fully integrated co-simulation of the battery electro-thermal behavior and the on-line adaptive estimators reveal that the power management system can effectively determine power flow among hybrid powertrain components without violating operational constraints.PHDMechanical EngineeringUniversity of Michigan, Horace H. Rackham School of Graduate Studieshttp://deepblue.lib.umich.edu/bitstream/2027.42/107128/1/youngki_1.pd

Catalog of selected heavy duty transport energy management models

A catalog of energy management models for heavy duty transport systems powered by diesel engines is presented. The catalog results from a literature survey, supplemented by telephone interviews and mailed questionnaires to discover the major computer models currently used in the transportation industry in the following categories: heavy duty transport systems, which consist of highway (vehicle simulation), marine (ship simulation), rail (locomotive simulation), and pipeline (pumping station simulation); and heavy duty diesel engines, which involve models that match the intake/exhaust system to the engine, fuel efficiency, emissions, combustion chamber shape, fuel injection system, heat transfer, intake/exhaust system, operating performance, and waste heat utilization devices, i.e., turbocharger, bottoming cycle

Online Control of Automotive systems for improved Real-World Performance

[ES] La necesidad de mejorar el consumo de combustible y las emisiones de los sistemas propulsivos de automoción en condiciones reales de conducción es la base de esta tesis. Para ello, se exploran dos ejes: En primer lugar, el control de los sistemas de propulsión. El estado del arte de control en los sistemas propulsivos de automoción se basa en gran medida en el uso de técnicas de optimización que buscan las leyes de control que minimizan una función de coste en un conjunto de condiciones de operación denidas a priori. Estas leyes se almacenan en las ECUs de producción en forma de mapas de calibración de los diferentes actuadores del motor. Las incertidumbres asociadas al conjunto limitado de condiciones en el proceso de calibración dan lugar a un funcionamiento subóptimo del sistema de propulsión en condiciones de conducción real. Por lo tanto, en este trabajo se proponen métodos de control adaptativo que optimicen la gestión de la planta propulsiva a las condiciones esperadas de funcionamiento para un usuario y un caso determinado en lugar de a un conjunto genérico de condiciones. El segundo eje se reere a optimizar, en lugar de los parámetros de control del sistema propulsivo, la demanda de potencia de este, introduciendo al propio conductor en el bucle de control, sugiriéndole las acciones a tomar. En particular, este segundo eje se reere al control de la velocidad del vehículo (conocido popularmente como Eco-Driving en la literatura) en condiciones reales de conducción. Se proponen sistemas de aviso en tiempo real al conductor acerca de la velocidad óptima para minimizar el consumo del vehículo. Los métodos de control desarrollados para cada aplicación se describen en detalle en la tesis y se muestran ensayos experimentales de validación en los casos de estudio diseñados. Ambos ejes representan un problema de control óptimo, denido por un sistema dinámico, unas restricciones a cumplir y un coste a minimizar, en este sentido las herramientas desarrolladas en la tesis son comunes a los dos ejes: Un modelo de vehículo, una herramienta de predicción del ciclo de conducción y métodos de control óptimo (Programación Dinámica, Principio Mínimo de Pontryagin y Estrategia de Consumo Equivalente Mínimo). Dependiendo de la aplicación, los métodos desarrollados se implementaron en varios entornos experimentales: un motor térmico en sala de ensayos simulando el resto del vehículo, incluyendo el resto del sistema de propulsión híbrido y en un vehículo real. Los resultados muestran mejoras signicativas en el rendimiento del sistema de propulsión en términos de ahorro de combustible y emisiones en comparación con los métodos empleados en el estado del arte actual.[CA] La necessitat de millorar el consum de combustible i les emissions dels sistemes propulsius d'automoció en condicions reals de conducció és la base d'aquesta tesi. Per a això, s'exploren dos eixos: En primer lloc, el control dels sistemes de propulsió. L'estat de l'art de control en els sistemes propulsius d'automoció es basa en gran manera en l'ús de tècniques d'optimització que busquen les lleis de control que minimitzen una funció de cost en un conjunt de condicions d'operació denides a priori. Aquestes lleis s'emmagatzemen en les Ecus de producció en forma de mapes de calibratge dels diferents actuadors del motor. Les incerteses associades al conjunt limitat de condicions en el procés de calibratge donen lloc a un funcionament subòptim del sistema de propulsió en condicions de conducció real. Per tant, en aquest treball es proposen mètodes de control adaptatiu que optimitzen la gestió de la planta propulsiva a les condicions esperades de funcionament per a un usuari i un cas determinat en lloc d'un conjunt genèric de condicions. El segon eix es refereix a optimitzar, en lloc dels paràmetres de control del sistema propulsiu, la demanda de potència d'aquest, introduint al propi conductor en el bucle de control, suggerint-li les accions a prendre. En particular, aquest segon eix es refereix al control de la velocitat del vehicle (conegut popularment com Eco-*Driving en la literatura) en condicions reals de conducció. Es proposen sistemes d'avís en temps real al conductor sobre la velocitat òptima per a minimitzar el consum del vehicle. Els mètodes de control desenvolupats per a cada aplicació es descriuen detalladament en la tesi i es mostren assajos experimentals de validació en els casos d'estudi dissenyats. Tots dos eixos representen un problema de control òptim, denit per un sistema dinàmic, unes restriccions a complir i un cost a minimitzar, en aquest sentit les eines desenvolupades en la tesi són comunes als dos eixos: Un model de vehicle, una eina de predicció del cicle de conducció i mètodes de control òptim (Programació Dinàmica, Principi Mínim de *Pontryagin i Estratègia de Consum Equivalent Mínim). Depenent de l'aplicació, els mètodes desenvolupats es van implementar en diversos entorns experimentals: un motor tèrmic en sala d'assajos simulant la resta del vehicle, incloent la resta del sistema de propulsió híbrid i en un vehicle real. Els resultats mostren millores signicatives en el rendiment del sistema de propulsió en termes d'estalvi de combustible i emissions en comparació amb els mètodes emprats en l'estat de l'art actual.[EN] The need of improving the real-world fuel consumption and emission of automotive applications is the basis of this thesis. To this end, two verticals are explored: First is the online control of the powertrain systems. In state-of-the-art Optimal Control techniques (such as Dyanmic Programming, Pontryagins Minimum Principle, etc...) are extensively used to formulate the optimal control laws. These laws are stored in the production ECUs in the form of feedforward calibration maps. The unaccounted uncertainities related to the real-world during the powertrain calibration result in suboptimal operations of the powertrain in actual driving. Therefore, adaptive control methods are proposed in this work which, optimise the energy management of the conventional and the HEV powertrain control on real driving mission. The second vertical is regarding the vehicle speed control (popularly known as Eco-Driving in the literature) methods in real driving condition. In particular, speed advisory systems are proposed for real time application on a vehicle. The control methods developed for each application are described in details with their verication and validation on the designed case studies. Apart from the developed control methods, there are three tools that were developed and used at various stages of this thesis: A vehicle model, A driving cycle prediction tool and optimal control methods (dynamic programming, PMP and ECMS). Depending on the application, the developed methods were implemented on the Hardware-In-Loop Internal Combustion Engine testing setup or on a real vehicle. The results show signicant improvements in the performance of the powertrain in terms of fuel economy and emissions in comparison to the state-of-the-art methods.Pandey, V. (2021). Online Control of Automotive systems for improved Real-World Performance [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/173716TESI