MVT 2012XNNN

INFLUENCE OF THE ELECTRONIC CONTROL UNIT ON OPTIMIZATION FUNCTION OF THE COMPRESSION IGNITION ENGINES POWERED WITH BIOFUELS
PhD. Stud. Eng. Clin ICLODEAN, Prof. PhD. Eng. Nicolae BURNETE
Technical University, Cluj-Napoca, [email protected], 0743-600321 Technical University, Cluj-Napoca, [email protected], 0264-401609

Abstract: This paper study the influence of parameters in the electronic control unit ECU on the functional optimization of a compression ignition engine fuelled with biofuels in various concentrations by computer simulation. To obtain this objective a model in the AVL Boost software for a single cylinder engine has been made, was implemented an element ECU with fuel injection control by loading the input maps on each drive channel. Following the computer simulations was studying the optimization of fuel injection by ECU parameters to obtain the same results from the combustion process for each type of biofuel use. Engine performance was evaluated based on the quantity of heat released obtained from the combustion process in the cylinder, comparing the properties of mixtures of fuels used in the simulation. To increase the quantity of heat released from the combustion process was commissioned by ECU parameters increasing the quantity of fuel injected with increasing the bio component quantity by enlarging the injection time. Keywords: electronic control unit, rate of heat release, cylinder pressure, starts of injection, computer simulation. Introduction In the context of recent European Union directives requiring increased use of biofuels blended with fossil fuels in power compression ignition engines, in this paper we studied the influence of the ECU parameters to optimize the fuel injection [16]. Currently, research in this area is channeled predominantly to study the influence of biofuels on functional parameters of compression ignition engines in terms of data limitations for physicochemical properties of biofuels relative to the construction of the motor system. A new line of research is related to the correlation influence on functional parameters of the engine ECU. The ECU system is a complex of electronic modules used in the operation of the vehicle for command and control of parameters. The operating principle of the ECU system is input data, data processing, delivery date, or IPO (Input - Process - Output) [2]. To register the values are available sensors for measuring a physical characteristic such as speed, pressure, temperature, etc. This value is compared or calculated with a default value stored in the ECU. If the measured value and the value stored in the ECU do not match, the electronic control module adjusts the value of a physical process, so the actual values measured correspond with the nominal dimensions programmed into the ECU. To change the values of the particular parameters are used actuators [1]. The software architecture of the ECU system used in compression ignition engines is presented in figure 1. Software components covering aspects of the hardware input/output I/O are grouped into hardware abstraction layer HAL, contained in the standard software platform OSEK/VDX [14]. Units of input - output I/O needed to communicate with other systems via data bus are excluded from the HAL abstraction layer. The software platform includes software components in higher level layers which are used in communication with the ECU communication network, or with the tools, devices and diagnostic testing. These software components provide a standardized interface of application API (Application Programming Interfaces) interfaces that support various applications made by car manufacturers [11, 12].

The standard OSEK/VDX provides open application programming interface - API, which used the facilitate design of real-time operating systems. This standard defines a module for core application (Kernel) it is a real-time interface between software and hardware that can be implemented in various software models in memory modules on 8-bit or 16-bit [15]. OSEK is the German standard for open systems and the corresponding interfaces for automotive electronics (Offene Systeme fr die und Elektronik im Deren Schnittstellen Kraftfahrzeug) and VDX is a French standard for communication between system components (Vehicle Distributed Executive).

Figure 1. ECU system architecture (OSEK/VDX) [5]

The ECU with exhaust emissions control system resulting from the combustion process includes engine control system and transmission control system. This type of systems is used to ECU electronic control modules, mechanical and hydraulic control in a real-time algorithm [6]. To reduce the development and production costs of real time operating system (RTOS), ECU unit and control modules, European consortium AUTOSAR for vehicle manufacturers develope a common vision for the software architecture basic site covering these two software components [8]. Computer simulation model Simulation software tools have become indispensable for the development and optimization of research related to the operation of internal combustion engines. A computer simulation was performed using a model built in AVL Boost software for a single cylinder engine AVL 5402. In this model was implemented an ECU element for fuel injection control with input map loaded on each drive channel (figure 2). Engine research AVL 5402 is a four stroke engine with common rail injection equipped with a Bosch CR1 of 1600 bar with three injections per cycle (pilot injection, main injection and post injection). The injection management system is the type AVL RPEMS (Rapid Prototype Electronic Management System). This system is equipped with a Etas ETK 7.1 ECU unit, whose parameters can be modified via software Inca-PC and allows full access to the injection parameters: start of injection SOI, duration of injection DOI and pressure in the common rail PRAIL [10].

Figure 2. The 5402 AVL engine with ECU unit

ECU element introduced into the simulation model was used to manage all the functions of an electronic engine control maps and allows loading control fuel injection (figure 3).

Figure 3. Element ECU and maps specifications

Baseline Map contains the reference values for steady state, values shall be compared with the values provided by the sensors (x, y) and after applying adjustments on the coefficients from correction maps will generate output values that are transmitted to the actuators channel. Parameters controlled by the ECU which was connected to actuator channel are: Fuelling [mg] mass of fuel injected into the cylinder (figure 4(a)); Start of injection SOI [CA] the moment when the fuel injection was starts. Conditions applied to this parameter are important for minimizing emissions and maximizing the fuel economy (figure 4(b)); Fuel Mass/Time [kg/h] fuel flow injected per time unit (figure 4(c)). Different values of engine speed which is performed simulations causes the ECU to calculate the load signal using proportional, integral and differential gain control with speed deviation from the set value [9]:

ls pndes n i ndes ndt d

d ndes n [-]; dt

(1)

Where ls engine load [-], p proportional gain [1/RPM], i integral gain [1/RPMS], d differential gain [s/RPM], n engine speed [RPM], ndes - speed desired [RPM].

Figure 4(a). Fuel mass flow map

Figure 4(b). Start of injection map

Figure 4(c). Fuel injected map

Results and discussions After defining the ECU parameters according with data to table 1, were running a series of simulations using diesel fuel. Values determined were maximum cylinder pressure, rate of cylinder pressure, maximum heat released and the rate of heat released by the combustion process. Table 1. Simulation results using diesel fuel Speed Fuel Air Fuel Pressure Injection max [RPM] [Kg/h] [Kg/h] [Kg] [Pa] 800 0.21 10.40 8.75e-006 6,369,000 1000 0.23 11.87 7.66e-006 6,126,000 1500 0.37 20.61 8.22e-006 6,269,000 2000 0.53 30.85 8.83e-006 6,342,000 2500 0.57 34.19 7.60e-006 6,076,000 3000 0.70 43.42 7.78e-006 6,084,000 3500 0.85 51.98 8.10e-006 6,305,000 4000 1.01 60.72 8.42e-006 6,350,000 4200 1.10 65.33 8.73e-006 6,352,000 Rate of Pressure [Pa/CA] 592,342 577,868 604,109 629,893 614,769 621,745 643,051 646,241 646,142 ROHR max [J/CA] 55.48 43.69 40.51 35.16 37.81 36.47 28.45 24.75 25.21 ROHR [J/CA] 0.5431 0.4758 0.5102 0.5468 0.4692 0.4784 0.4976 0.5123 0.5336

Simulations have been repeated using various biofuels in the diesel fuel blend (B10, B20, B50 and B100). The main properties of diesel fuel and biofuels used for the simulations are shown in table 2.

Table 2. Properties of biofuels Properties Lower Heating Value [KJ/Kg] A/F Ratio [-] Density [Kg/m3] Carbon/Total Ratio [%] Oxygen/Total Ratio [%] Molar Mass [g/Mol]

Diesel 44.800 14.70 834 86.20 226

B10 42.270 14.29 848 85.37 1.21 282

B20 38.040 14.07 856 82.24 4.47 254

B50 34.240 13.40 880 81.33 5.55 271

B100 30.620 12.29 884 76.05 11.14 276

Engine performance was evaluated based on the amount of heat released obtained from the combustion process in the cylinder, to compare the influence of fuels mixtures used in the simulation. It was obtained an amount of heat released from combustion which was reduced in the increasing concentration of organic component concentration because biodiesel has a lower specific heat and higher density than diesel fuel. To increase the amount of heat released from combustion was changed the parameter values for injection, fuel injected increasing with the organic component in the mixture. Figures 5(a), 5(b) presents the evolution of maximum pressure, the rate of cylinder pressure for different values of engine speed when using different mixtures from pure diesel fuel to pure biodiesel (B100). Higher density of biodiesel blends reduces fuel losses during the injection process, which leads to the acceleration of the combustion process [7].

Figure 5(a). Maximum pressure in the cylinder

Figure 5(b). Rate of cylinder pressure

The evolution of the maximum heat released by the combustion process and the rate of heat released in the cylinder for different values of engine speed when using various biofuel blends is shown in figures 6(a) and 6(b).

Figure 6(a). Maximum heat release in the cylinder

Figure 6(b). Rate of heat released in the cylinder

Simulations have been repeated by changing the quantity of fuel injected for the model fueled with blended biodiesel. In the simulation model was implemented the law of injection iRate. This law determines the flow rate of fuel injection delivered by the injector. To increase the amount of heat released from combustion process fuel injected has been changed from ECU parameters as it results from table 3 [3].

Table 3. The quantity of fuel injected Diesel B10 B20 Speed Fuel Mass Fuel Mass Fuel Mass [RPM] Flow Flow Flow [Kg/h] [Kg/h] [Kg/h] 800 0.210 0.220 0.245 1,000 0.230 0.240 0.270 1,500 0.370 0.390 0.435 2,000 0.530 0.560 0.620 2,500 0.570 0.600 0.660 3,000 0.700 0.740 0.810 3,500 0.850 0.900 0.990 4,000 1.010 1.065 1.175 4,200 1.100 1.165 1.275

B50 Fuel Mass Flow [Kg/h] 0.260 0.300 0.480 0.690 0.720 0.900 1.100 1.300 1.420

B100 Fuel Mass Flow [Kg/h] 0.300 0.325 0.535 0.750 0.820 0.990 1.200 1.415 1.560

The simulation results obtained by increasing the quantity of fuel injected are shown in figures 7(a) and 7(b) and the value in table 4.

Figure 7(a). Maximum heat release in the cylinder

Figure 7(b). Rate of heat released in the cylinder

Table 4. Maximum value of ROHR using biofuels B10 B20 B50 B100 Speed ROHR ROHR ROHR ROHR ROHR ROHR ROHR ROHR [rpm] max max max max [J/CA] [J/CA] [J/CA] [J/CA] [J/CA] [J/CA] [J/CA] [J/CA] 800 55.16 0.5369 55.03 0.5362 54.69 0.5340 54.46 0.5306 1,000 43.17 0.4685 42.75 0.4644 42.60 0.4643 42.41 0.4599 1,500 40.44 0.5074 40.30 0.5073 40.08 0.5062 40.07 0.5046 2,000 34.73 0.5458 34.65 0.5444 34.59 0.5439 34.48 0.5305 2,500 37.37 0.4667 37.12 0.4627 37.09 0.4615 36.98 0.4640 3,000 36.08 0.4783 36.01 0.4724 35.92 0.4716 35.74 0.4668 3,500 28.26 0.4973 28.23 0.4943 27.94 0.4939 27.84 0.4840 4,000 24.60 0.5108 24.25 0.5092 24.20 0.5089 24.12 0.4978 4,200 25.12 0.5326 24.91 0.5284 24.76 0.5215 24.13 0.5213 Conclusions The main trend that underlies the development of compression ignition engines represents a compromise between reducing emissions and improving fuel economy, energy and environmental efficiency. This can be controlled by reducing combustion by the ECU system and its focus around TDC and pre-formed by increasing combustion mixtures and mixtures controlled. A modern car integrates a growing number of electronic devices which increase the complexity and cost of development and production processes series. To reduce production costs of large vehicle

auto set common standards consortia working to implement electronic systems and software architecture. These standards ensure reliability ECU models for different construction vehicles and therefore reduce production costs [13]. In the simulations it was found that the pure biodiesel (B100) have about 80% of the energy potential of diesel fuel. When biodiesel is blended 20% with conventional fuel, the blends behaves similar with the diesel. In terms of environmental protection, biodiesel and biodiesel blends pollution emission are lower than using classic diesel fuel, with significant reductions of emissions except NOx. Biodiesel fuel can be used in any compression ignition engines. He has excellent combustion properties leading to a combustion process without pressure curve sharp increase, good running engine and oxygen content of 11% produces smaller quantities of soot [4]. Acknowledgments: This paper was supported by the project "Improvement of the doctoral study quality of engineering science for development of the knowledge based society-QDOC contract no. POSDRU/107/1.5/S/78534, project co-funded by the European Social Fund through the Sectorial Operational Program Human Resources 2007-2013. The authors acknowledge the AVL Advanced Simulation Technologies team for its support in performing this study. References [1] Bonnick, A., Automotive computer controlled systems diagnostic tools and techniques, Butterworth - Heinemann Ed., Oxford, UK (2001), ISBN: 0-7506-5089-3; [2] Bosch, R., CAN Specification version 2.0, Robert Bosch GmbH, Postfach 50, D-7000 Stuttgart 1, (1991); [3] Iclodean, C., Burnete, N., Computer Simulation of CI Engines Fuelled with Biofuels by Modeling Injection iRate Law, Research Journal of Agricultural Science, 44 (1), 2012, ISSN 2066-1843; [4] Mariaiu, F., Burnete, N., External Energy Conditioning and the Influences on Biofuels Physically Parameters, Research Journal of Agricultural Science, 42 (1), 2010, ISSN 2066-1843; [5] Schuffele, J., Zurawka, T., Automotive Software Engineering Principles, Processes, Methods and Tools, SAE International, Warrendale, (2005), ISBN-10 0-7680-1490-5; [6] See, W.-B., Vehicle ECU Classification and Software Architectural Implications, Technical report, Chia University, Taiwan, ROC, (2006); [7] Shah, A.N., Yun-Shan, G.E., et al., Effect of Biodiesel on the Performance and Combustion Parameters of a Turbocharged Compression Ignition Engine, Journal of Engineering and Applied Sciences, Vol. 4, Jan 2009, ISSN: 1995-1302; [8] *** AUTOSAR: http://www.autosar. org/index.php?p=3&up=0&uup=0&uuup=0, (2012); [9] *** AVL BOOST version 2011, Users Guide, AVL LIST GmbH, Graz, Austria, Document no. 01.0104.2011, Edition 07.2011; [10] *** AVL List Documentation, Single Cylinder Research Engine 5402 Users Guide, AVL List GmbH, Graz, Austria, (2010); [11] *** CIA-CAN: http://www.can-cia.org/index.php?id=can, (2012); [12] *** FLEXRAY: http://www.flexray.com/index.php?sid=626170724d85f586fa4dbaa 594b0cb02 &pid=94&lang=de, (2012); [13] *** JASPAR: https://www.jaspar.jp/ english/guide/company.php, (2012); [14] *** MOST: http://www.mostcooperation.com/technology/most-network/index.html, (2012); [15] *** OSEK/VDX: http://portal.osekvdx.org/index.php?option=com_content&task =view&id=4& Itemid=3, (2012). [16] *** THE EU: http://ec.europa.eu/clima/policies/transport/fuel/docs/com_2012_595_en.pdf