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and on
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and
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Modeling
August
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ScienceDirect
IFAC-PapersOnLine 48-15 (2015) 052–059
A
A Diesel Engine Model Including Exhaust
A Diesel
Diesel Engine
Engine Model
Model Including
Including Exhaust
Exhaust
Flap,
Flap, Intake Throttle, LP-EGR and VGT.
Flap, Intake Throttle, LP-EGR and VGT.
Intake Throttle, LP-EGR and VGT.
Part
Part I: System Modeling
Part I:
I: System
System Modeling
Modeling
Johannes Reß ∗∗ Christoph Stürzebecher ∗∗ Christian Bohn ∗∗
Johannes
Johannes Reß
Reß ∗ Christoph
∗
MärzkeStürzebecher
Christoph ∗∗
Stürzebecher ∗ Christian
∗ ∗∗
Christian Bohn
Bohn ∗
Johannes ReßFrank
FrankChristoph
Märzke ∗∗ Robert Frase
Stürzebecher
∗∗ Robert Frase ∗∗
Christian
∗∗
∗∗
Bohn ∗
Frank Märzke
Frank Märzke Robert∗∗ Robert Frase Frase
∗
∗ Institute of Electrical Information Technology, Clausthal University
∗ Institute
∗
Institute ofofElectrical Information Technology, Clausthal University
Institute of ofofElectrical
Technology,
Electrical
Technology,
Information Technology,
Clausthal-Zellerfeld,
Information Technology,Germany
Clausthal-Zellerfeld,
Clausthal
Clausthal University
Germany University
∗∗ of Technology, Clausthal-Zellerfeld,
∗∗ IAV GmbH, of Ingenieurgesellschaft
Technology, Auto undGermany
Clausthal-Zellerfeld, Verkehr, Gifhorn,
Germany
∗∗ IAV
∗∗
IAV GmbH,
GmbH, Ingenieurgesellschaft GermanyAuto
Ingenieurgesellschaft Auto und und Verkehr,
Verkehr, Gifhorn,Gifhorn,
IAV GmbH, Ingenieurgesellschaft
Germany Auto und Verkehr, Gifhorn,
Germany
Germany
Abstract: A mean-value model of a diesel engine with variable geometry turbocharger, intake
Abstract:
Abstract: A
A mean-value
flap andmodel of a diesel engine with variable geometry
throttle turbocharger, intake
throttle, exhaust
Abstract:
throttle, A mean-value
exhaust mean-value
flap and
model
model
low
of
of a
low pressure a diesel
pressure diesel engine
exhaust gas
enginegas
exhaust
with
with variable
variable geometry
recirculation
recirculation geometry
throttle
turbocharger,
is developed in
turbocharger,
is developed
intake
this
intake
in this
throttle,
paper.
throttle, To exhaust
simplify
exhaust flap
the
flap and
model,
and low
low thepressure
number
pressure exhaust
of states
exhaust gas
is
gas recirculation
reduced
recirculation to a throttle
minimum.
throttle is
is developed
Thus,
developedthe in
complete
in this
this
paper.
paper.
model has To
To simplify
simplify the
the model,
eleven states. model, the
the number
The model number
consistsof
of states
states is
is reduced
reduced
of submodels whichto
to aaa were
minimum.
minimum. optimized Thus,
Thus,bythe the complete
complete
polynomial
paper.
model To
has simplify
eleven the
states.model,
The the
model number
consistsof states
of is reduced
submodels whichto minimum.
were optimized Thus, by the complete
polynomial
model
functions.
model has The
has eleven
eleven states. The
optimization
states. Theparameters
model consists
model consists of submodels
are linear
of submodels
coefficients which
which werepolynomial
of the
were optimized functions.
optimized by polynomial
by polynomial
functions.
functions. The optimization parameters are linear coefficients of the polynomial functions.
functions. The The optimization
optimization parameters
parameters are are linear
linear coefficients
coefficients of of the
the polynomial
polynomial functions. functions.
© 2015, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Keywords: VGT, EGR, Low Pressure Exhaust Gas Recirculation, EXF, Exhaust Flap, Diesel
Keywords:
Keywords:
Engine, Modeling,VGT,
VGT, EGR, EGR, Low
Low Pressure
Mean-Value Model Exhaust
Pressure Exhaust Gas Gas Recirculation,
Recirculation, EXF, EXF, ExhaustExhaust Flap, Flap, DieselDiesel
Keywords:
Engine, VGT,
Modeling, EGR, Low
Mean-Value Pressure
Model Exhaust Gas Recirculation, EXF, Exhaust Flap, Diesel
Engine, Modeling, Mean-Value
Engine, Modeling, Mean-Value Model Model
1. INTRODUCTION In contrast to this paper, not the complete diesel engine
1.
1. INTRODUCTION
INTRODUCTION In
In contrast
contrast to this paper, not published
the complete diesel engine
1. INTRODUCTION In
is contrast to
is modeled.
modeled.
Other
to
Other
this paper,
paper, not
this previously
previously
the
the complete
not published complete models
models
diesel engine
diesel(Canova
engine
(Canova
In the control and diagnosis of modern diesel engines a is is modeled.
2005),
modeled. (GambarottaOther
Other previously
2010),
previously published
(Wahlström
published models
2010)
models (Canova
describe
(Canova the
In the control and diagnosis of modern diesel engines a 2005),
2005),
high (Gambarotta
(Gambarotta
pressure exhaust 2010),
2010),
gas (Wahlström
(Wahlström
recirculation 2010)
2010)
(HP-EGR). describe
describe These the
the
In
In the of
model
the control
the air
control andpath
and diagnosis of modern
is required.
diagnosis of modern diesel
This diesel engines in
is important
engines a 2005),
a high (Gambarotta
pressure exhaust 2010),
gas (Wahlström (HP-EGR).
recirculation 2010) describe These the
model
model
order toofof the
ofmeet
the theair path
air path
path
dynamic is required.
is required.
required.
requirements This
Thisofis is important
isthe
important
driver and in high
high pressure
approaches,
pressure exhaust
however,
exhaust gas
have
gas
in approaches, however, have no further control volume com-recirculation
no further
recirculation (HP-EGR).
control
(HP-EGR). volume These
com-
These
model the air is This important in
order
order to
to meet
to minimize
order to
the
the dynamic
meetharmful
meet the dynamic
exhaust
dynamic
requirements
requirements
gases. Also,
requirements
of
of the
of the driver
the sensorsand
driver
driver and
andin approaches,
pared to thehowever,
approaches,
pared to the
engine have
however,
engine
without
have
without
no
no further
HP-EGR.
further
HP-EGR.
control
control Thevolume
The
model com-
volume
model
pre-
com-
pre-
to
to
the minimize
minimize
air path harmful
harmful
can be exhaust
exhaust
verified and gases.
gases.
thus Also,
Also,
detect the
the sensors
sensors
interferences. in
in pared
sented
pared to
toherethe
the hasengine
five
engine without
control
without HP-EGR.
volumes
HP-EGR. and The
thus
The model
two more
model pre-
pre-
to
the minimize
air path harmful
can be exhaust
verified and gases.
thus Also,
detect the sensors
interferences. in sented
sented here
here has
has five
five control
control volumes
volumes and
and thus
thus two
two more
more
the
The air
airpath
path can be verified
includes the and thus
actuators detect
variableinterferences.
geometry than
sented the engine
here has without
five controlEGR. However,
volumes and these
thus previously
two more
the air path can be verified and thus detect interferences. than
than the the engine
The air
air path includes the
the actuators variable geometryflap than published the modelswithout
engine
engine without
are partly EGR.
EGR. usedHowever,
However,
as the basis these
these previously
previously
of this model.
The
turbocharger
The air
turbocharger
path(VGT),
path includesintake
includes
(VGT), the
intake
actuators
throttle (THR),
actuators
throttle
variable
variable
(THR),
geometry
exhaust
geometry
exhaust flap published
published modelswithout
models are partly
are partly EGR. usedHowever,
used as the
as the basis these
basis previously
of this
of this model.
model.
turbocharger
(EXF) and the
turbocharger (VGT), intake
low intake
(VGT), pressure throttle
exhaust
throttle (THR), exhaust
gas recirculation
(THR), flap published models are
exhaust flap The remainder of this paper is organized as follows.partly used as the basis of this model. In
(EXF)
(EXF)
throttle and
and the
the
(LP-EGR). low
low The pressure
pressure
aim of exhaust
exhaust
the EXF gas
gas
and recirculation
recirculation
the LP-EGR The remainder of this paper is organized as follows. In
(EXF) and the low pressure exhaust gas recirculation The remainder
Section
The remainder 2 and of this
this paper
Section
of paper
3, a is organized
organizedof as
description
is asthefollows.
air
follows. pathIn
In
throttle
throttle
is to (LP-EGR).
(LP-EGR).
control the The
The
exhaust aim
aim gasof
of the
the
mass EXF
EXF
flow and
and
in the
the
order LP-EGR
LP-EGR
reduce Section 2 and Section 3, a description of the air path
throttle (LP-EGR). The aim of the EXF and the LP-EGR Section
is given
Section 2
2 and
and
and Section
in Section
Section 3,
3, 4a
a description
the nonlinear
description of
of the air
modelling
the air path
path is
is
theto
is toNO control
control the exhaust
theexhaust
exhaust gasgas mass
gas(Heuck flow
flow in
mass 2009), order
order reduce
in(Biener 2009), is
reduce given and in Section 44 concludes
the nonlinear modelling is
is to x in the
control the exhaust gas mass flow in order reduce is given
presented.
is given and
Finally,
and in
in Section
the paper
Section 4 the
the nonlinear
nonlinear modelling
with summary
modelling and is
is
the
the NO
NO
(Gheorghiux in
in the
the
2005).exhaust
exhaust gas
gas
The recirculated (Heuck
(Heuck 2009),
2009),
exhaust (Biener
(Biener
gas is fed 2009),
2009), presented.
into apresented. Finally, the paper concludes with summary and
the NO x in the
x exhaust gas (Heuck 2009), (Biener 2009), description
presented. Finally,
of
Finally, the
future
the paper
work
paper concludes
(Section
concludes 5). with
with summary
summary and
and
(Gheorghiu 2005). The recirculated exhaust gas is fed into
the aaa description
(Gheorghiu
the fresh-air2005).
(Gheorghiu The
The recirculated
upstream
2005). exhaust
exhaust gas
of the compressor.
recirculated Thisis
gas fed
fed into
is has into description of
description of future
of future work
future work (Section
work (Section 5).
(Section 5).
5).
the
the
effectfresh-air
fresh-air
of an upstream
upstream
approximately of
of the
the compressor.
compressor.
homogeneous This
This has
has
distribution the
the
of 2. MODEL DESCRIPTION
the fresh-air upstream of the compressor. This has the 2.
effect
the
effect
of
of an
effectexhaust
of an gas
an
approximately
approximately
in the intake
approximately
homogeneous
homogeneous
manifold. Thus,
homogeneous
distribution
distribution
this leads
distribution
of
of
of 2. MODEL
2. MODEL DESCRIPTION
MODEL DESCRIPTION
DESCRIPTION
the
the exhaust
exhaust
to aexhaust
lower soot gas
gas in
in
mass the
the intake
intake
compared manifold.
manifold. Thus,
Thus,
to high pressure this
this leads
leads
exhaust The air path of modern diesel engines is structured as
the gas in the intake manifold. Thus, this leads
exhaust The air path of modern diesel engines
to
to
gas
to
a
a lower
lower soot mass
lower soot
soot mass
arecirculation.
compared to
mass compared
compared to
high pressure
to high
high pressure
pressure exhaust
exhaust shown The
The air
airin path
Figure
path of
of modern
1. The model
modern diesel created is
diesel engines
engines in structured
is
is this paper as
structured
structured as
is
as
gas recirculation.
gas recirculation.
recirculation. shown
shown in
intended in
in toFigure
Figure
map this 1. The
1. The
The model
modelwith
air path created
created in
in this
low pressure this paper
paper
exhaust is
is
gas
The model presented in this work is intended to describe intended shown toFigure
map 1.
this air model
path created
with low in this
pressure paper
exhaust is
The model presented in this work is intended to describe intended
gas recirculation.
intended to
to map
map this
In
this thisair
air path
context,
path with
with low
the lowseven pressure
pressure exhaust
states pressure
exhaust
The model presentedwithin this work
work is is intended
effects to duedescribe
to the gas recirculation.
the
The
the
diesel
modelengine
presented inanythisadditional intended to describe gas
before
gas compressorIn
recirculation.
recirculation. In
Inp
this
this context,
context,
, pressure
this
the
the seven states
the seven
context,downstream seven states
pressure
pressure
the compres-
states pressure
the diesel
dieselgasengine
exhaust
the diesel engine with
with any
recirculation.
engine with anyThe
any
additional
model iseffects
additional
additional effects due
due to
constructed
effects due to asthe
to the
the a sorbefore
before compressor
compressor p
p
bc
bc ,
, pressure
pressure downstream
downstream the
the compres-
compres-
exhaust gas recirculation. The model is constructed as a before p c , intake
compressor manifold
p bc , pressure
pressure p
downstream
im , exhaust the manifold
compres-
exhaust gas recirculation. The model is constructed as a
a sor p
pccc ,,, intake
bc
manifold pressure
nonlineargas
exhaust
nonlinear
mean-value
recirculation.model. The It model
should is beconstructed
able to mapasthe sor
pressure
sor p intake manifoldafter
pem , pressure
intake manifold pressure
pressuredieselp pim
p
,, exhaust
exhaustfilter
particular
, exhaust
manifold
manifold
pdpf ,
manifold
andmean-value model. It should be able to map the im
nonlinear mean-value model. It should be able to map the pressure p , pressure after diesel im
particular filter
static
nonlinear
static and
dynamic conditions
mean-value
dynamic model.
conditions It of
of
the output
should
the be
outputable values.
to map
values.
The
the
The pressure
compressor
pressure p
p em ,
emmass
, pressure
flow W
pressure after
c and
after diesel particular
tubocharger
diesel particular filter
speed
filter np p
p de-,,,
dpf
dpf
t dpf
static
dynamics
static and dynamic
of the
andofdynamic model conditions
are
conditions of
described the by output
of the outputeleven values.
states.
values. The compressor
compressor
em mass
mass flow
flow W and tubocharger speed n de-
dynamics
dynamics
input of the
variables theof model
model are
are described
the model are the by
described by eleven
position states.
states. The
elevensetpoints The
scribe the main
of compressor
scribe the main flow W
massdynamic
dynamic
and
and tubocharger
Wcccbehavior,
behavior, tubocharger
such as
speed
speed n
such as non-minimum
non-minimum nttt de-
de-
dynamics
input of
variables the model
of the are
model described
are the by eleven
position states.
setpoints Theof scribe
phase
scribe the
the main
behavior,
main dynamic
of the engine.
dynamic behavior,
behavior, The such additional
such as
as non-minimum
four states
non-minimum
input variables of the model are the position setpoints of
of phase behavior, of
of the
the four
input
the four
actuators,
variables
actuators,
the model
of the
the
engine are
engine
speed
speedtheand
and
injection
position
injection
quantity.
setpoints phase
ũ behavior,
thr , ũbehavior,
phase vgt , ũegr and of ũexfengine.
the
the engine.
characterize
engine.
The
The additional
The additional
the actuator
additional
four states
fourdynam-
four states
states
the
The
the four
four actuators,
optimization
actuators, the
the engine
of the
engine speed
physical
speed and
and injection
equations
injection is quantity.
quantity.
done by ics.
quantity. ũ
ũ ,, ũ
thrAll ũ vgt ,
, ũ
ũ
states egr
egrare
and
and ũ
ũ exf
combined characterize
characterize
in the state the
the actuator
actuator
vector dynam-
dynam-
The
The optimization
optimization of
of the
the physical
physical equations
equations is
is done
done by ũthr , ũvgt vgt , ũ and ũ exf characterize the actuator dynam-
done by
thr egr exf
polynomial
The functions
optimization of astheopposed
physical to the previous
equations is literature by ics.ics. All
All states are are pcombined in the state vector
polynomial
polynomial functions
approaches. functions
This new as opposed
opposed to
as polynimoial to the
the previous
previousallows
approach literature
literaturefor ics.x = [pstates
All states
bc pc pare
combined
im combined
em pdpf W
in
inc the
nt ũstate
the state
thr ũvgt
vector
ũegr ũexf ]T
vector T.
polynomial
approaches. functions
This new as opposed
polynimoial to the previous
approach literature
allows for x
x =
= [p
[p bc p
p c p
p im p
p em p
p dpf W
W c n
n t ũ
ũ thr ũ
ũ vgt ũ
ũ egr ũ
ũ exf ]]TT.
.
approaches.
simple fit of This
approaches. This new
the calibration polynimoial
new polynimoial functions. approach allows
In (Gambarotta
approach for
allows for The x = [p bc
temperatures p c
bc c im emp im p em
in thep dpf
dpf airW c n t
c path ũ thr
t thr are ũ vgt ũ
vgtnot egr ũ exf .
exf
egrconsidered]
simple
simple
2008), fit
fit of
of the
the
(Gheorghiu calibration
calibration
2005) a functions.
functions.
model was In
In
developed (Gambarotta
(Gambarotta
with LP- The
The
as temperatures
temperatures
states in contrast in
in the
the
to air
air
other path
path
models are
are innot
notthe considered
considered
literature
simple
2008), fit of the calibration
(Gheorghiu 2005) a functions.
model was In (Gambarotta
developed with LP- The
as temperatures
states in contrast in to theotherair pathmodels areinnot the considered
2008),
EGR
2008), (Gheorghiu
throttle.
(Gheorghiu Parts2005)
of the
2005) a
a model
model was
equations
was developed
were implemented
developed with
with LP-
LP- as states
(Canova
as states in
2005),
in contrast
(Kolmanovsky
contrast to
to other
other models
1997).
models Rather,in
in the
the theliterature
literature
temper-
literature
EGR
EGR throttle.
within throttle. Parts
Parts of
several look-up the
the equations
oftables equations
and they do were
werenotimplemented
research the (Canova
implemented (Canova
atures are 2005),
2005), (Kolmanovsky
(Kolmanovsky
calculated from the1997). 1997). Rather,
Rather, the
state variables the temper-
temper-
mentioned
EGR
within throttle.
several Parts
look-up of the
tables equations
and they were
do not implemented
research the (Canova
atures are 2005), (Kolmanovsky
calculated from the 1997).
state Rather,
variables the temper-
mentioned
within
dynamic
within several
behavior
several look-up
due to
look-up tables
tables and
actuator
and they
steps.do
they do not
Innot research
(Buenaventura
research the
the atures
above. are
atures are calculated
However,
calculated the fromfrom
influence the
the state
on the
state variables
exactness
variables mentioned
of the
mentioned
dynamic
dynamic thebehavior
behavior due
dueof to
to actuator
actuator steps.
steps. In
In (Buenaventura
considered. above.
(Buenaventura above. isHowever,
marginal.the
However, the influence
influence on
on the
the exactness
exactness of
of the
2012)
dynamic
2012) the
modeling
behavior
modeling dueof
the
to
the
LP-EGR
actuator
LP-EGR
is mainly
steps.
is In
mainly(Buenaventura
considered.
model
above.
model is However,
marginal. the influence on the exactness of thethe
2012)
2012) thethe modeling
modeling of of the
the LP-EGR
LP-EGR is is mainly
mainly considered.
considered. model model is is marginal.
marginal.
Copyright 2015 IFAC
2405-8963 © 2015, 52 Hosting by Elsevier Ltd. All rights reserved.
IFAC (International Federation of Automatic Control)
Copyright
Peer review©
Copyright © 2015
2015 IFAC
IFAC 52
52
Copyright ©under
2015 responsibility
IFAC of International Federation of Automatic
52 Control.
10.1016/j.ifacol.2015.10.008
 IFAC E-COSM 2015
August 23-26, 2015. Columbus, OH, USA Johannes Reϐ et al. / IFAC-PapersOnLine 48-15 (2015) 052–059 53

Fig. 1. Schematic overview of a diesel engine with exhaust flap, intake throttle, LP-EGR and VGT.

The input variables u of the model are the engine speed ne , dpbc Ra Tbc
injected amount of fuel uf , THR setpoint position uthr , = (Wf a + Wegr − Wc ),
dt Vbc
VGT setpoint position uvgt , LP-EGR throttle setpoint dpc Ra Tc
postion uegr and EXF setpoint position uexf = (Wc − Wthr ),
dt Vc
u = [ne uf uthr uvgt uegr uexf ]T . dpim Ra Tim
= (Wthr − Wci ), (2)
The intake throttle, VGT and EXF are open when the dt Vim
position is 0% (uthr = 0%, uvgt = 0%, uexf = 0%) and are dpem Re Tem
closed when the position is 100%. The specification of the = (Wco − Wt ),
dt Vem
LP-EGR throttle is inverse so that 100% (uegr = 100%) is dpdpf Re Tdpf
opened and 0% is closed. = (Wt − Wegr − Wexf ),
dt Vdpf
The time derivatives of the states are thus a non-linear where Ra is the ideal gas constant in fresh-air and Re is
function of the input variables and states. Thus, the non- the ideal gas constant in exhaust gas.
linear state space model can be defined as
ẋ = f (x, u). The pressure downstream the turbine pt is not defined
as a state. Here the particulate filter is modeled as a
If the model is used to control the diesel engine, the engine pressure drop. The pressure drop is modeled depending
speed can be considered as a disturbance. The actuating on the turbocharger speed, as described in Section 4.11.
variables are therefore the reference positions uthr , uvgt , The pressure drop across the intercooler is assumed to be
uegr , uexf and the injection quantity uf . constant (1000 Pa). Due to the intercooler the temperature
in the intake manifold Tim is also considered to be a
constant value of Tim = 313 K.

4. MODELING

In the following sections the model functions are described

in the order of the flow through the air path. The measured
variables are listed in (Stuerzebecher 2015). For identifi-
cation of the optimization parameters several stationary
3. MASSFLOW BALANCE
operating points are measured and the actuators varied.

4.1 Fresh-Air Mass Flow

A simple physical model for all five control volumes is
based on the state of ideal gases. Taking the derivative
of this equation leads to The fresh-air mass flow Wf a is modeled using the volu-
metric flow coefficient (Dixon 1998)
dp RT dm
= (1) Wf a /ρbc Ra Tamb
dt V dt Φf a = = Wf a , (3)
where p is the manifold pressure, T is the temperature, V is πrc2 uc pamb πrc3 ωt
the manifold volume and R is the ideal gas constant. How- where Tamb is the ambient temperature and pamb is the
ever, this is only valid for the case that the temperature ambient pressure. The flow coefficient Φf a compares the
is not defined as a state and the changes in temperature actual volume flow through the compressor to a theoretical
are slow in contrast to the changes in pressure. Thus, each volume flow through a pipe with (compressor) radius rc
control volume has only one state, which is the pressure. and fluid velocity uc = rc ωt . It is modeled as a function of
The differential equations of the five volumes are therefore pbc and nt as

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Φf a = cf a0 + cf a1 nt + cf a2 pbc + cf a3 nt pbc the effects of the gas dynamics in the compressor and the
(4) following pipe.
+cf a4 n2t + cf a5 p2bc
with tuning parameters cf a0 . . . cf a5 .

pco Ac
Wc Wthr
pc

lc
actuator disk

Fig. 3. Compressor submodel.

Fig. 2. Measured dependence of pressure before compressor

pbc on flow coefficient Φf a for three constant turbine In step 1, the change of the compressor mass flow is
speeds nt . described as
dWc Ac
= (pco − pc ) (8)
dt lc
Figure 2 shows the dependency of pbc and nt on Φf a for
where pco is the pressure at the compressor outlet which is
three constant turbine speeds. By solving (3) for Wf a the
expressed by using the pressure ratio across the actuator
fresh-air mass flow is modeled as
disk
pbc πrc3 ωt pc0 = Πad pbc = Πad pamb , (9)
Wf a = Φf a . (5)
Ra Tbc where pbc is assumed to be pamb . The pressure ratio Πad
is modeled as a function of nt and Wc as
4.2 Temperature before Compressor
Πad = cad0 + cad1 nt + cad2 wc + cad3 nt wc
(10)
The temperature of the gas before the compressor is +cad4 n2t + cad5 Wc2 + cad6 n2t Wc2
modeled using Richmann’s mixing rule (Benenson 2002) with tuning parameters cad0 . . . cad6 .
for mixing two systems extended by a tuning function ftbc
as

Wc cp,a Tamb + Wegr cp,e Tdpf

Tbc = ftbc , (6)
Wc cp,a + Wegr cp,e
where cp,a is the specific heat capacity for air and cp,e for
exhaust gas. The tuning function ftbc is modeled as
ftbc = ctbc0 + ctbc1 Tdpf + ctbc2 ũegr + ctbc3 Tdpf ũegr
2 (7)
+ctbc4 Tdpf + ctbc5 ũ2egr
with tuning parameters ctbc0 . . . ctbc5 .

4.3 Compressor Mass Flow

The modeling of the compressor mass flow is based on the
models of (Greitzer 1976), (Zahn 2012) by introducing
another state in order to avoid using model functions with
high gradients when Wc is directly modeled. The risk of
using functions with high gradients is that small errors in
the input data may lead to large errors in modeling data.
The modeling of Wc is separated in two steps:
(1) Optimization of the pressure ratio Πad across the
actuator disk for measurements without exhaust gas
recirculation (uegr = 0% ⇒ pbc ≈ const. = pamb ).
(2) Optimization of the pressure before compressor pbc
with exhaust gas recirculation.
The submodel is shown in Figure 3 where the actuator
disc represents the pressure rise across the compressor and
the pipe with cross section Ac and length lc represents
Fig. 4. Dependency between turbine speed nt and com-
pressor mass flow Wc on pressure ratio Πad for mea-
surement with and without exhaust gas recirculation.
Figure 4 shows Πad over nt for three constant values of Wc .
The colored data is for measurements without exhaust gas
recirculation and shows, that Πad is well expressed as a
function of nt and Wc . The grey shaded data shows Πad for
the same constant Wc but for measurements with different
LP-EGR positions. It can be seen, that the relation (10)
between nt respectivly Wc on Πad is no longer valid.
In step 2, for including uegr and uexf measurements with
exhaust gas recirculation are taken. Therefore, pbc can not
be assumed to be a constant value anymore due to pressure
rises when the EGR throttle is opened. Using pbc in (8)
with use of (9) leads to bad results for Wc , so an ideal
ratio is calculated as

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popt  1
fpbc = , (11) 
 κa 2/κ 1+1/κ 2 κa −1
pbc 
 (Π a − Πthr a ), Πthr > ,

 κa − 1 thr κa + 1
where popt is the pressure needed to describe Wc . It is Ψ=
modeled as a polynomial of Wegr as 
 1  1

 2 κa −1 κa 2 κa −1
fpbc = cpbc0 + cpbc1 Wegr + cpbc2 Wegr (12) 
 , Πthr ≤ ,
κa + 1 κa + 1 κa + 1
with tuning parameters cpbc0 . . . cpbc2 . The measured de- (18)
pendence of Wegr on the ideal ratio fpbc is shown in Figure where Πthr is the pressure ratio across the intake throttle
5. pim
Πthr = . (19)
pc
Using (18) leads to high gradients when the pressure ratio
is close to 1, so small errors in the input can easily lead to
large errors in the output. Due to this, Wthr is modeled
by optimizing Ψ for (17)

Ra Tc Wf a
Ψ= · (20)
2 pc Athr
considering that Wthr = Wf a at steady state when LP-
EGR throttle is closed.
Equation (20) is modeled as a function of engine speed ne
and intake throttle position ũthr as
Fig. 5. Ideal pressure ratio fpbc over measured mass flow Ψopt = cΨ0 + cΨ1 ne + cΨ2 ũthr + cΨ3 ne ũthr + cΨ4 ũ2thr (21)
Wegr .
with tuning parameters cΨ0 . . . cΨ4 .

Finally the expression for the change of the compressor

mass flow is given by using (8) with use of the modeled
functions (10) and (12) as
dWc Ac
= (Πad pbc fpbc − pc ). (13)
dt lc

4.4 Temperature after Compressor

The temperature of the gas downstream compressor is

modeled using the isentropic state equation
κ −1
Tc pc aκa
= (14) Fig. 6. Dependency of intake throttle position ũthr and
Tbc pbc
engine speed ne on optimized flow rate Ψopt .
with the isentropic exponent of air κa . To improve the
accuracy (14) the tuning function ftc is used
κa −1
pc κa The dependency of ũthr and ne on Ψ is shown in Figure 6
Tc = Tbc ftc . (15) for three constant engine speeds. Considering Ψ is inverse
pbc
to Πthr , the graph shows the typical course of the flow rate
Here, ftc is a polynomial function of the pressure before function Ψ.
compressor pbc and the temperature before compressor Tbc
The cross-sectional area of the intake throttle can be
ftc = ctc0 + ctc1 pbc + ctc2 Tbc + ctc3 pbc Tbc + ctc4 p2bc (16) defined as
 
where ctc0 . . . ctc4 are the tuning parameters. R2 r r2
2 −1
Athr = 2(R (tan 2
−1− 1 − 2)
r R  R (22)
4.5 Intake Throttle Mass Flow b 2 r r2
−1
−bR(tan −1− 1− 2)
r2 b b
The intake throttle mass flow is modeled using the expres- where R is the radius of the pipe, r is the radius of the
sion for compressible flow through a throttle body with rotation axis (Turin 1992). The Parameter b describes
variable area (Heywood 1988). Mass flow through the the dependency between the opening angle α and cross-
intake throttle is described as sectional area

2 b = R cosα. (23)
Wthr = pc Athr Ψ(Πthr ) (17)
Ra Tc The opening angle is (under the assumption that the angle
where Ra is the specific gas constant of air and Tc is the is zero when the throttle is closed) approximately linearly
temperature of the gas after compressor. The flow rate dependent on the position
function Ψ is defined as α = −0.9ũthr + 90◦ . (24)

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To simplify the model throttle area Athr is modeled as a Where Ra is the ideal gas constant of air and Tim is the
polynomial of intake throttle position ũthr as temperature of the gas in the intake manifold. By using
Athr,pol = cathr0 + cathr1 ũthr + cathr2 ũ2thr (28) and (30) the cylinder mass flow is described as
(25) ηv pim ne Vd
+cathr3 ũ3thr + cathr4 ũ4thr Wci = . (31)
120Ra Tim
with tuning parameters cathr0 . . . cathr4 .
Using (17), (21) and (25) the intake throttle mass flow is
modeled as 4.8 Exhaust Manifold Temperature

2
Wthr = pc Athr,pol Ψopt . (26)
Ra T c For simplicity of the model, the heat losses from the
cylinder outlet to the exhaust manifold are neglected.
4.6 Intake Throttle Actuator Thus the cylinder outlet temperature Tco is equal to
the exhaust manifold temperature Tem . The temperature
The intake throttle actuator is modeled as a first-order out of the cylinder is modeled based on the first law of
system with time delay thermodynamics
dũthr (t) uthr (t − τdthr ) − ũthr (t) 0 = Wco cp,e (Tim − Tco ) + Q̇f − Q̇e − Q̇ht (32)
= (27)
dt τthr where Q̇f is the power due to the injected fuel, Q̇e is the
where τthr is the time constant and τdthr is the time inner power of the engine and Q̇ht is the change in energy
delay. The modeled and measured intake throttle actuator due to heat losses. This modeling approach is also used in
position are shown in Figure 7 for positive and negative (Wahlström 2010). The power due to the injected fuel is
step sizes. The paramter τthr and τdthr were estimated calculated by
using least-squares algorithm.
Q̇f = Wf hf (33)
with heating value hf . The inner power of the engine is
55 65 expressed as
Position [%]

Position [%]

ne pi Vd
Q̇e = (34)
Meas 60
Model
45 Input 40
where pi is the pressure in the cylinder and Vd is the
0 0.3 0.6 0 0.3 0.6 displaced volume. The pressure in the cylinder is propor-
t [s] t [s] tional to the engine speed and the engine torque which is
proportional to the injection quantity uf . For this reason
pi is modeled as a function of the engine speed and the
65 80
injection quantity according to
Position [%]

Position [%]

pi,opt = cpi0 + cpi1 ne + cpi2 uf , (35)

where cpi0 , cpi1 and cpi2 are the tuning parameters.
20 10
0 0.3 0.6 0 0.3 0.6 The energy change due to heat losses are not modeled as
t [s] t [s] a separate equation. The influence of the heat losses are
considered in the modeling function (35). This simplifies
the calculation of the cylinder temperature. Thus (35) is
Fig. 7. Comparision between modeled and measured intake
throttle position for different input steps. optimized solving (32) with use of (33) and (34) as
(Wco cp,e (Tim − Tem ) + Wf hf )60
pi = . (36)
4.7 Cylinder Mass Flow ne V d
Under the assumption that Te is equal to Tem , the exhaust
The cylinder mass flow Wci from the intake manifold is manifold temperature is calculated from (32), (33), (34)
modeled using the volumetric efficiency ηv (Heywood and (35) as
1988). This efficiency is defined as the volume flow of air Wf hf − ne pi,opt Vd /60
into the engine divided by the rate at which volume is Tem = Tim + . (37)
displaced by the engine Wco cp,e
2Wci /ρim
ηv = , (28)
Vd ne /60
4.9 Turbine Speed
where ρim is the air density in the intake manifold and
Vd is the displaced volume. The volumetric efficiency is
modeled as a function of ne and pim according to The stationary turbine speed ñt is modeled as a function
of the injected amount of fuel uf and the pressure ratio
ηv = ceta0 ne + ceta1 pim + ceta2 ne pim (29)
across the turbine and diesel particulate filter Πtf = ppdpf
em

with tuning parameters ceta0 . . . ceta2 .

ñt = cnt0 + cnt1 uf + cnt2 Πtf
The ideal gas law gives (38)
pim +cnt3 uf Πtf + cnt4 Π2tf ,
ρim = (30) where cnt0 . . . cnt4 are the tuning parameters.
Ra Tim

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x104
14
90 mg/cycle
60 mg/cycle
40 mg/cycle

nt min−1

9


4
1 1.2 1.4 1.6 1.8 2
Πtf [-]

Fig. 8. Measured relation between turbine speed nt and

pressure ratio Πtf for constant injected amounts of
fuel uf .
Fig. 10. Theoretical VGT-area compared to modeled
VGT-area for three constant nt in dependency of ũvgt .

The relation between Πtf and ñt is shown in Figure 8 for

three constant uf . In (38), the turbocharger is modeled Figure 10 shows the modeled VGT-areas in dependency
without inertia. Therefore, the turbocharger dynamics are of uvgt and nt compared to the theoretical VGT-area as
modeled as a first order system a function of uvgt for three constant turbine speeds. The
VGT-area Avgt,th is given by the turbocharger manufac-
dnt (t) 1 turer and is a theoretical parameter since it neglects e.g.
= (ñt (t) − nt (t)). (39)
dt τnt turbulent flows behind the blades of the VGT.
The value of the time constant τnt is determined through
dynamic measurements, see Figure 9.
4.11 Turbine Pressure

4 The pressure after turbine pt is modeled as a pressure drop

8.5 x10 across the diesel particulate filter ∆pdpf as
pt = pdpf + ∆pdpf . (43)
7.5


The pressure drop is modeled as a polynomial of nt as

nt min−1

6.5 ∆pdpf = c∆p0 + c∆p1 nt + c∆p2 n2t (44)



where c∆p0 . . . c∆p2 are the tuning parameter. The relation

5.5 nt,meas between ∆pdpf and nt is shown in Figure 11.
ñt
nt
4.5 3
59 63 67 71 75 10 x10
t [s]
Fig. 9. Comparison between measured turbine speed 8
∆pdpf [Pa]

nt,meas , modeled stationary ñt and modeled nt in-

cluding turbo inertia. 6

4.10 Turbine Mass Flow 2

4 6 8 10 12
nt [min−1 ] x104
For modeling the turbine mass flow Wt the expression for Fig. 11. Pressure drop ∆pdpf across diesel particulate filter
a compressible flow restriction with variable area (17) is in relation to turbine speed nt .
used, that is,

2
Wt = pem Avgt Ψ(Πtf ), (40) 4.12 VGT Actuator
Re Tem
where Re is the ideal gas constant for the exaust gas and The VGT actuator is modeled as first-order system with
Tem is the temperature in the exaust manifold. The turbine time delay as
mass flow is modeled by optimizing the VGT-area Avgt
 dũvgt (t) uvgt (t − τdvgt ) − ũvgt (t)
Wt Re Tem = (45)
Avgt = . (41) dt τvgt
pem Ψ(Πtf ) 2 where τvgt is the time constant of the system and τdvgt is
The area is modeled as the time delay. The modeled and measured VGT position
are shown in Figure 12 for different VGT position setpoint.
Avgt,opt = cwt0 nt + cwt1 ũvgt + cwt2 nt ũvgt (42) The paramter τthr and τdthr were estimated using least-
with tuning parameters cwt0 . . . cwt2 . squares algorithm.

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−3
100 1.8 x10
Position [%]

75 Aexf,th

Position [%]
Aexf,opt

Meas

Aegr [m2 ]
Model
90 Input
50 1.1
0 2 4
t [s] 0 2 4
t [s]

75 100
Position [%]

Position [%]
0.4
0 10 20 30 40 50 60 70
ũexf [%]

30 30
Fig. 13. Theoretical exhaust flap area Aexf,th compared to
modeled area Aexf,opt .
0 2 4 0 2 4
t [s] t [s]
4.15 Exhaust Flap Actuator
Fig. 12. Comparision between modeled and measured VGT
positions for different input steps.
The actuator of the exhaust flap is modeled as first order
system with time delay as
dũexf (t) uexf (t − τdexf ) − ũexf (t)
= (52)
dt τexf
4.13 Temperature after Diesel Particulate Filter
where τexf is the time constant of the system and τdexf
is the time delay. Tuning results are comparable to the
The temperature of the exhaust gas after the diesel parti- intake throttle actuator, see Section 4.6.
culate filter Tdpf is modeled as a temperature drop ∆Tdpf
across turbine and DPF due to heat losses as 4.16 LP-EGR Mass Flow
Tdpf = Tem − ∆Tdpf . (46)
The temperature drop ∆Tdpf is modeled as a function of The mass flow through the low pressure exhaust gas recir-
nt as culation throttle is modeled using equation (17) extended
∆Tdpf = c∆t0 + c∆t1 nt + c∆t2 n2t (47) by a tuning function fegr as

with tuning parameters c∆t0 . . . c∆t2 . 2
Wegr = pdpf Aegr Ψ(Πegr )fegr (53)
Re Tdpf
where Πegr is the pressure ratio across the EGR throttle
pdpf
4.14 Exhaust Flap Mass Flow Πegr = (54)
pbc
and Aegr is the area of the LP-EGR which is calculated
To describe the mass flow across the exhaust flap Wexf using (22). The area is modeled as a polynomial of its
the equation for a compressible throttle flow with variable position ũegr as
area (17) is used Aegr,pol = caeg0 + caeg1 ũegr + caeg2 ũ2egr
 (55)
2 +caeg3 ũ3egr + caeg4 ũ4egr
Wexf = pdpf Aexf Ψ(Πexf ), (48)
Re Tdpf with tuning parameters caeg0 . . . caeg4 .
where Πexf is the pressure ratio across the exhaust flap Solving (53) for fegr leads to
pdpf 
Πexf = (49) Wegr Re Tdpf
pamb fegr = . (56)
pdpf Aegr Ψ(Πegr ) 2
and Aexf is the exhaust flap area which is used as a
correction adjustment function. Solving (48) for Aexf leads The tuning function fegr is modeled as
to  fegr = cegr0 + cegr1 ne + cegr2 ũegr + cegr3 ne ũegr
Wexf 1 (57)
Aexf = Re Tdpf . (50) +cegr4 n2e + cegr5 ũ2egr + cegr6 n2e ũ2egr + cegr7 ũ3egr ,
pdpf Ψ(Πexf ) 2
where cegr0 . . . cegr7 are the tuning parameters. This de-
The area Aexf is modeled as a function of its position ũexf pency is shown in Figure 14.
as
Aexf,opt = caex0 + caex1 ũexf + caex2 ũ2exf + caex3 ũ3exf (51) 4.17 LP-EGR Actuator
with tuning parameters caex0 . . . caex3 .
Figure 13 compares the modeled exhaust flap area to the The actuator of the LP-EGR throttle is modeled as a first-
theoretical area using (22). The diagram shows that the order system with time delay as
modeled exhaust flap area is well described as a function dũegr (t) uegr (t − τdegr ) − ũegr (t)
= (58)
of ũexf . dt τegr

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where τegr is the time constant of the system and τdegr is
the delay time. Model results of the LP-EGR actuator are
similar to those of the intake throttle actuator, see Section
4.6.
1.1
ne =1500min−1
ne =2000min−1
ne =2500min−1
fegr [-]
0.7
0.3
10 20 30 40 50 60 70 80
ũegr [%]
Fig. 14. Non-linear dependency of EGR-position ũegr on
tuning function fegr for constant engine speeds ne .
5. SUMMARY
In this paper a mean-value model of a diesel engine with
low pressure EGR is developed. The input variables of the
system are the operating point (engine speed, injection
quantity) and the set positions of LP-EGR, EXF, THR
and VGT. The aim was to map the behavior of the engine.
This should succeed both in dynamic driving situations,
as well as stationary operating points. As a basis for the
submodels physical equations were used. These equations
were adapted by additional parameter functions to the
measured variables. The optimization functions are chosen
as polynomial functions to allow for an easier fit of the
parameter using least-squares optimization. This allows
simple linearization of the equations, for example for
linear control design. To simplify the model, the number
of states was reduced to a minimum. The eleven states
describe the dynamic behavior of the engine. The process
of identification and the validation results of the developed
mean-value model are presented in (Stuerzebecher 2015).
For future development, a high pressure exhaust gas recir-
culation (HP-EGR) valve may be included. The number of
states would thereby stay the same. The additional mass
flow through the HP-EGR valve should be modeled in a
similar way as the mass flow through the LP-EGR throttle.
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