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Influence of accelerator pedal position control on heavy duty diesel engine emissions and performance.

机译：油门踏板位置控制对重型柴油机排放和性能的影响。

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摘要

Heavy-duty diesel engines (HDDEs) typically burn hydrocarbon fuels and as a result their emissions cause harmful products of combustion to be emitted into the atmosphere. Due to these harmful emissions, the United States Environmental Protection Agency (EPA) has created strict emissions standards for these heavy-duty engine manufacturers to meet. Engine manufacturers strive to meet these stringent standards while maintaining performance requirements set forth by the consumer. The EPA currently mandates laboratory testing of all HDDE families on an engine dynamometer utilizing a standard testing procedure. One standard testing procedure that HDDEs must execute is commonly known as a Federal Testing Procedure (FTP).;The FTP is a transient test performed over a prescribed period of time governed by a set of engine speed and load points. For a test to be valid, the measured engine speed and loads during the FTP are compared to the prescribed, or set, engine speed and load points. There is some latitude between the actual and preset engine speed and load points which are confirmed through a regression analysis.;Currently, each laboratory conducting HDDE testing develops their own control algorithm to achieve the engine speed and load points prescribed by the FTP. This study investigated the effects that variations in accelerator pedal position control (APPC) have on emissions, performance, and tolerances of the FTP.;Five engines were utilized for this study including a 1991 DDC S60, 1992 DDC S60, 1992 rebuilt DDC S60, 1999 Cummins ISM, and a 2004 Cummins ISM engine. Three control algorithms were developed to control the accelerator pedal. However, initial investigations of throttle setting 2 of the control algorithms revealed that this APPC mimicked that of throttle setting 1 and was not further investigated.;Emissions varied significantly for most measured constituents for the two different APPCs. The older DDC engines saw the greatest response in regards to emissions when varying APPC. Of the three DDC's used for testing, the 1991 exhibited the greatest variations in the emissions. Oxides of nitrogen (NOx) were reduced by 2.4% under control of throttle 1, the more aggressive APPC setting. Total particulate matter (TPM) was reduced by 17.6% under guidance of throttle 3, the less aggressive APPC setting. Hydrocarbons (HC) were reduced by 15.0% under control of throttle 1 compared to the throttle 3. Carbon monoxide (CO) was reduced significantly by throttle 3, compared to the throttle 1, with a 29.0% reduction. Fuel consumption (FC) and work were both slightly elevated by the more aggressive throttle 1 compared to throttle 3.;Emissions responded more to the variations in APPC on the older engines due to lack of additional engine control devices, such as variable geometry turbochargers, as seen on the newer Cummins engines. The DDC engines experienced longer turbo-lag during transient conditions causing rich equivalence ratios during this time. Therefore, variations in transient load conditions led to different emissions results for the different APPCs. Both throttle 1 and throttle 3 provided valid transient tests under FTP regression requirements. It is suggested that these tolerances be tightened to better suit result comparisons from laboratory to laboratory.
机译：重型柴油发动机（HDDE）通常会燃烧碳氢燃料，因此其排放会导致有害的燃烧产物排放到大气中。由于这些有害排放物，美国环境保护署（EPA）为这些重型发动机制造商制定了严格的排放标准。发动机制造商努力满足这些严格的标准，同时又保持了消费者提出的性能要求。 EPA目前要求使用标准测试程序在发动机测功机上对所有HDDE系列进行实验室测试。 HDDE必须执行的一种标准测试程序通常称为联邦测试程序（FTP）。FTP是在一组引擎速度和负载点所控制的规定时间内进行的瞬态测试。为了使测试有效，将FTP期间测得的发动机转速和负载与指定或设置的发动机转速和负载点进行比较。通过回归分析可以确认实际和预设的发动机转速和负载点之间有一定的自由度；当前，每个进行HDDE测试的实验室都开发了自己的控制算法，以实现FTP规定的发动机转速和负载点。这项研究调查了油门踏板位置控制（APPC）的变化对FTP的排放，性能和公差的影响。该研究使用了五台发动机，包括1991年的DDC S60、1992年的DDC S60、1992年的DDC S60， 1999年的康明斯ISM，以及2004年的康明斯ISM发动机。开发了三种控制算法来控制油门踏板。但是，对控制算法的节气门设置2的初步研究表明，此APPC模仿了节气门设置1的应用，因此未做进一步研究。两种不同APPC的大多数测量成分的排放量均存在显着差异。当更改APPC时，较旧的DDC发动机在排放方面的反应最大。在用于测试的三个DDC中，1991年的排放量变化最大。在节气门1的控制下，氮气的氧化物（NOx）降低了2.4％，APPC设置更为严格。在节气门3（较弱的APPC设置）的指导下，总颗粒物（TPM）减少了17.6％。与节气门3相比，在节气门1的控制下，碳氢化合物（HC）减少了15.0％。与节气门1相比，节气门3显着减少了一氧化碳（CO），减少了29.0％。与节气门3相比，节气门1更具侵略性，燃油消耗（FC）和功均略有提高；由于缺乏额外的发动机控制装置（例如可变几何涡轮增压器），排放对老式发动机APPC的变化响应更大。如在较新的康明斯发动机上所见。 DDC发动机在瞬态工况下经历了更长的涡轮迟滞，从而在这段时间内产生了丰富的当量比。因此，瞬态负载条件的变化导致不同APPC的排放结果不同。节气门1和节气门3在FTP回归要求下均提供了有效的瞬态测试。建议收紧这些公差，以更好地适合实验室之间的结果比较。

著录项

  • 作者

    Ursic, Michael.;

  • 作者单位

    West Virginia University.;

  • 授予单位 West Virginia University.;
  • 学科 Engineering Automotive.;Engineering Mechanical.
  • 学位 M.S.
  • 年度 2009
  • 页码 107 p.
  • 总页数 107
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类 自动化技术及设备;机械、仪表工业;
  • 关键词

  • 入库时间 2022-08-17 11:38:27

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