Fuzzy ignition timing control for a spark ignition engine

2000 ◽  
Vol 214 (3) ◽  
pp. 297-306 ◽  
Author(s):  
W Wang ◽  
E. C. Chirwa ◽  
E Zhou ◽  
K Holmes ◽  
C Nwagboso
Keyword(s):  
Fuzzy Logic ◽  
Detection System ◽  
Open Loop ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Coolant Temperature ◽  
Optimum Level ◽  
Ignition Timing ◽  
Timing Control ◽  
Engine Design

It is well known that the optimum ignition timing, which gives the maximum brake torque (MBT) for a given engine design, varies with the rate of flame development and propagation in the cylinder. This depends, among other factors, on engine design and operating conditions, and on the properties of the air-fuel mixture. In modern engines the ignition timing is generally controlled by fixed open-loop schedules as functions of engine speed, load and coolant temperature. It is desairable that this ignition timing can be adjusted to the optimum level producing the best torque to obtain minimum fuel consumption and maximum available power. This paper presents an ignition timing control system based on fuzzy logic theory. A pressure sensor system ws developed for the determination of combustion parameters and ignition control on a Ford 1600cm3 four-cylinder engine fuelled with natural gas. Several tests were carried out in optimizing the pressure detection system. The results obtained provide important information compatible with intelligent control of the engine using fuzzy logic technology. Moreover, tests carried out to date using this technology show good results that fit quite well with the original engine output torque characteristics.

Assessment of a Strategy for Optimum Control of Ignition Advance Angle

1988 ◽  
Vol 202 (1) ◽  
pp. 1-8 ◽  
Author(s):  
R S Quayle ◽  
S R Bhot
Keyword(s):  
Combustion Engine ◽  
Electronic System ◽  
Open Loop ◽  
Operating Conditions ◽  
Ignition Timing ◽  
System A ◽  
Engine Design ◽  
Peak Cylinder Pressure ◽  
Crank Angle ◽  
Inlet Manifold

The control of ignition timing in an internal combustion engine can improve fuel consumption. Electronic control implemented in software with a microprocessor has advantages over conventional mechanical systems. An open-loop electronic system, while incorporating an optimum profile against inlet manifold vacuum and speed, cannot readily adjust for wear. The optimum crank angle at which the peak cylinder pressure occurs has been found to be reasonably constant for a particular engine design irrespective of operating conditions. This paper presents a discussion of the use of this parameter as a measurand for a closed-loop ignition timing system. A discussion is presented of the control strategy used and results demonstrate the ability of the strategy to maintain constant the peak pressure position.

Model-Based Combustion Duration and Ignition Timing Prediction for Combustion Phasing Control of a Spark-Ignition Engine Using In-Cylinder Pressure Sensors

2019 ◽  
Author(s):  
Xin Wang ◽  
Amir Khameneian ◽  
Paul Dice ◽  
Bo Chen ◽  
Mahdi Shahbakhti ◽  
...  
Keyword(s):  
Pressure Sensors ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Combustion Model ◽  
Ignition Timing ◽  
Model Based ◽  
Crank Angle ◽  
Si Engines ◽  
Phasing Control

Abstract Combustion phasing, which can be defined as the crank angle of fifty percent mass fraction burned (CA50), is one of the most important parameters affecting engine efficiency, torque output, and emissions. In homogeneous spark-ignition (SI) engines, ignition timing control algorithms are typically map-based with several multipliers, which requires significant calibration efforts. This work presents a framework of model-based ignition timing prediction using a computationally efficient control-oriented combustion model for the purpose of real-time combustion phasing control. Burn duration from ignition timing to CA50 (ΔθIGN-CA50) on an individual cylinder cycle-by-cycle basis is predicted by the combustion model developed in this work. The model is based on the physics of turbulent flame propagation in SI engines and contains the most important control parameters, including ignition timing, variable valve timing, air-fuel ratio, and engine load mostly affected by combination of the throttle opening position and the previous three parameters. With 64 test points used for model calibration, the developed combustion model is shown to cover wide engine operating conditions, thereby significantly reducing the calibration effort. A Root Mean Square Error (RMSE) of 1.7 Crank Angle Degrees (CAD) and correlation coefficient (R2) of 0.95 illustrates the accuracy of the calibrated model. On-road vehicle testing data is used to evaluate the performance of the developed model-based burn duration and ignition timing algorithm. When comparing the model predicted burn duration and ignition timing with experimental data, 83% of the prediction error falls within ±3 CAD.

Comparison of Artificial Neural Network and Fuzzy Logic Approaches for the Prediction of In-Cylinder Pressure in a Spark Ignition Engine

2020 ◽  
Vol 142 (9) ◽  
Author(s):  
Özgür Solmaz ◽  
Habib Gürbüz ◽  
Mevlüt Karacor
Keyword(s):  
Fuzzy Logic ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Experimental Results ◽  
Cylinder Pressure ◽  
Ann Model ◽  
Pressure Data ◽  
Si Engine ◽  
Artificial Neural

Abstract In first stage, a machine learning (ML) was performed to predict in-cylinder pressure using both fuzzy logic (FL) and artificial neural networks (ANN) depending on the results of experimental studies in a spark ignition (SI) engine. In the ML phase, the experimental in-cylinder pressure data of SI engine was used. SI engine was operated at stoichiometric air–fuel mixture (φ = 1.0) at 1200, 1400, and 1600 rpm engine speeds. Six different ignition timings, ranging from 15 to 45 °CA, were used for each engine speed. Correlations (R2) between data from in-cylinder pressure obtained via FL and ANN models and data form experimental in-cylinder pressure were determined. R2 values over 0.995 were obtained at an ML stage of ANN model for all test conditions of the engine. However, R2 values were remained between range of 0.820–0.949 with the FL model for different engine speeds and ignition timings. In the second stage, in-cylinder pressure prediction was performed by using an ANN model for engine operating conditions where no experimental results were obtained. Furthermore, indicated mean effective pressure (IMEP) values were calculated by predicting in-cylinder pressure data for different engine operation conditions, and then compared with experimental IMEP values. The results show that the in-cylinder pressure and IMEP results estimated with the trained ANN model are fairly close to the experimental results. Moreover, it was found that using the trained ANN model, the ignition timing corresponding to the maximum brake torque (MBT) used in the engine management systems and engine studies could be determined with high accuracy.

Normalized Knock Indicator for Natural Gas S.I. Engines: Methane Number Requirements Prediction

2009 ◽  
Author(s):  
Khalil Saikaly ◽  
Olivier Le Corre ◽  
Camal Rahmouni ◽  
Laurent Truffet
Keyword(s):  
Laminar Flame ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Specific Information ◽  
Low Grade ◽  
Gas Network ◽  
Limit Value ◽  
Auto Ignition ◽  
Engine Design ◽  
Methane Number

Design of engines and associated nominal settings are normally computed and optimized so as to provide maximum performance, i.e. compromise between efficiency and emissions. For Combined Heat and Power (CHP) applications fuelled by gas network, this conception is adapted for a large range of gas chemical composition, up to a limit. The indicator used to describe gas quality is the methane number (MN). Hence, engine manufacturers normally supply specific information such as nominal engine settings and its associated limit value for the methane number (MNL). When the engine is operating under its nominal settings, a low grade gas (MN < MNL) can lead to engine knock. Knock is caused by auto-ignition of the end gas ahead of the flame in spark-ignition engine. Heavy knock can severely damage engine piston, constituting a main constraint for optimization of engine operating conditions. For an engine setting ES, (the vector ES includes the spark advance SA, the air fuel ratio AFR and the load), methane number requirement (MNR) is defined such as the minimum value of MN above which no-knock is ensured. The objective of this paper is to predict MNR as a function of engine setting for three engines. Simulation results show that the critical value of the considered knock criterion varies from an engine to another. A new normalized knock indicator based on the energy ratio is proposed to enable this comparison: laminar flame speed is assumed to be more sensible to MN variation than internal fluid dynamics (swirl, tumble, and squish) due to engine design.

B222 Effect of Throttle Aperture Change Rate on Ignition Timing Control with Cylinder Pressure in Spark Ignition Engine

2011 ◽  
Vol 2011 (0) ◽  
pp. 253-254
Author(s):  
Noboru Hieda ◽  
Hiroshi Enomoto ◽  
Kosuke Nishioka ◽  
Yuta Hayashi ◽  
Xuan Khoa Nguyen
Keyword(s):  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Cylinder Pressure ◽  
Ignition Timing ◽  
Timing Control ◽  
Change Rate

Fuzzy Logic Control of Diesel Combustion Phasing Using Ion Current Signal

2012 ◽  
Author(s):  
Tamer Badawy ◽  
Nassim Khaled ◽  
Naeim Henein
Keyword(s):  
Fuzzy Logic ◽  
Diesel Engines ◽  
Fuzzy Logic Controller ◽  
Combustion Process ◽  
Open Loop ◽  
Operating Conditions ◽  
Ion Current ◽  
Injection System ◽  
Loop Control ◽  
Engine Life

Diesel engines have to meet stringent emissions standards without penalties in performance and fuel economy. This necessitated the use of elaborate after treatment devices to reduce the tail pipe emissions. In order to decrease the demand on the after treatment devices, there is a need to reduce the emissions in the formation stage during combustion. This requires a precise control of the phasing of the combustion process. Currently, diesel engines are controlled by pre-set open loop schedules that require extensive, time consuming and costly laboratory tests and calibration tasks to meet the production target goals which are stricter than the emission standards. Such goals are set as a safe guard against the deterioration during engine life cycle. This paper presents an incremental fuzzy logic controller that adjusts the combustion phasing as per desired targets to meet production goals over the engine life period. An ion current/ glow plug sensor and its circuit are used to produce a signal indicative of different combustion parameters. Signal conditioning and filtering are applied to improve the quality of ion current. The algorithm developed in this paper optimizes the ion current feed back to increase its reliability for stable engine control while maintaining fast controller response, and high accuracy. Experiments are carried out on a four cylinder, turbo-charged, 4.5L heavy duty diesel engine equipped with a common rail injection system and an open ECU. The response of the controller is evaluated from experimental data obtained by running the engine under different steady, and transient operating conditions. The results demonstrate the ability of the closed-loop control system in achieving the desired combustion phasing.

Crank Event Based Fuel Injection and Spark Ignition Timing Control Strategy for SI Engines

2012 ◽  
Vol 516-517 ◽  
pp. 585-592 ◽  
Author(s):  
Dong Wei Yao ◽  
Feng Wu ◽  
Huang Xie ◽  
Yong Guang Zhang
Keyword(s):  
Control Strategy ◽  
Pulse Width ◽  
Dwell Time ◽  
Fuel Injection ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Ignition Timing ◽  
Timing Control ◽  
Hardware Platform ◽  
Event Based

For the controlled gasoline engine MR479Q, the crank speed, camshaft position, fuel injection, spark ignition timing signals and their relationships under control mode of group ignition and fuel sequential injection were deeply analyzed, then an electronic control unit (ECU) hardware platform solution based on Freescale 16-bit microcontroller MC9S12XEP100 was given out. Taking advantages of the hardware platform itself, a crank event based fuel injection and spark ignition timing control strategy was proposed to enhance traditional fuel injection and ignition reliability. Fuel pulse width, ignition coil dwell time and spark advance control under different engine operating conditions were then designed in detail respectively. The bench test results show that, the fuel injection and spark ignition timing control signals of ECU are accurate and stable enough under steady operating conditions, even under transient operating conditions when step disturbance exists in throttle opening, the fuel pulse width, dwell time and spark advance are also delivered correctly and reliably. The strategy is feasible enough to accomplish precise control of fuel injection and spark ignition.

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