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RISS 인기검색어
- 검색키워드
- 저자 : Pischinger (검색결과 3 건)
- 무료
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- 유료
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LOW FUEL CONSUMPTION AND LOW EMISSIONS - ELECTROMECHANICAL VALVE TRAIN IN VEHICLE OPERATION
Pischinger, M.,Salber, W.,Staay, F.V.D.,Baumgarten, H.,Kemper, H. The Korean Society of Automotive Engineers 2000 International journal of automotive technology Vol.1 No.1
The electromechanical valve train (EMV) technology allows for a reduction in fuel consumption while operating under a stoichiometric air-fuel-ratio and preserves the ability to use conventional exhaust gas aftertreatment technology with a 3-way-catalyst. Compared with an engine with a camshaft-driven valve train, the variable valve timing concept makes possible an additional optimization of cold start, warm-up and transient operation. In contrast with the conventionally throttled engine, optimized control of load and in-cylinder gas movement can be used for each individual cylinder and engine cycle. A load control strategy using a "Late Intake Valve Open" (LIO) provides a reduction in start-up HC emissions of approximately 60%. Due to reduced wall-wetting, the LIO control strategy improves the transition from start to idle. "Late Exhaust Valve Open" (LEO) timing during the exhaust stroke leads to exhaust gas afterburning and, thereby, results in high exhaust gas temperatures and low HC emissions. Vehicle investigations have demonstrated an improved accuracy of the air-fuel-ratio during transient operation. Results in the New European Driving Cycle have confirmed a reduction in fuel consumption of more than 15% while meeting EURO IV emission limits.
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LOW FUEL CONSUMPTION AND LOW EMISSIONS-ELECTROMECHANCAL VALVE TRAIN IN VEHICLE OPERATION
M. PISCHINGER,W. SALBER,F. V. D. DTAAY,H. BAUMGARTEN,H. KEMPER 한국자동차공학회 2000 International journal of automotive technology Vol.1 No.1
The electromechanical valve train (EMV) technology allows for a reduction in fuel consumption while operating under a stoichiometric air~fuel~ratio and preserves the ability to use conventional exhaust gas aftertreatment technology with a 3-way-catalyst. Compared with an engine with a camshaft-driven valve train. the variable valve timing concept makes possible an additional optimization of cold start, warm-up and transient operation. In contrast with the conventionally throttled engine. optimized control of load and in-cylinder gas movement can be used for each individual cylinder and engine cycle. A load control strategy using a "Late Intake Valve Open" (LIO) provides a reduction in start-up HC emissions of approximately 60%. Due to reduced wall-wetting. the LIO control strategy improves the transition from start to idle. "Late Exhaust Valve Open" (LEO) timing during the exhaust stroke leads to exhaust gas atierburning and. thereby. results in high exhaust gas temperatures and low HC emissions. Vehicle investigations have demonstrated an improved accuracy of the air-fuel-ratio during transient operation. Results in the New European Driving Cycle have confirmed a reduction in fuel consumption of more than 15%, while meeting EURO IV emission limits.<br/>
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POTENTIAL OF REAL-TIME CYLINDER PRESSURE ANALYSIS BY USING FIELD PROGRAMMABLE GATE ARRAYS
Jan Pfluger,Rene Savelsberg,Thomas Hülshorst,Stefan Pischinger,Jakob Andert 한국자동차공학회 2018 International journal of automotive technology Vol.19 No.4
In this paper, a Field Programmable Gate Array (FPGA) was used to implement a real-time cylinder pressure analysis. The goal of the project was to improve the accuracy of calculated heat release and center of combustion calculations to enhance the precision of engine control functions. Compared to today’s real-time pressure analysis systems, several additional physical effects were taken into account for this objective. The wall heat transfer was calculated based on the approach published by Hohenberg. A chemical equilibrium with six substances was assumed for the mixture composition and a real-time calculation method was developed. Furthermore, a two-zone model was adapted and implemented for this realtime analysis. The validation of the results and the rating of the improvement in precision were based on GT-SUITE simulation results as an offline reference tool. Compared to state-of-the-art analysis systems, it was possible to reduce the average error of the center of combustion position from 1.6° to 0.5° crank angle (CA) by taking the investigated effects into account. Moreover, it was possible to significantly reduce the time required for the calculation from one complete combustion cycle to 0.2°CA at an engine speed of 3,000 rpm by using a continuous calculation method on the FPGA. This led to an additional improvement of the ability to control the engine, especially under highly dynamic operation conditions.
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