CI Controller

Compression-ignition controller that includes air mass flow, torque, and EGR estimation

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Libraries:
Powertrain Blockset / Propulsion / Combustion Engine Controllers

Description

The CI Controller block implements a compression-ignition (CI) controller with air mass flow, torque, exhaust gas recirculation (EGR) flow, exhaust back-pressure, and exhaust gas temperature estimation. You can use the CI Controller block in engine control design or performance, fuel economy, and emission tradeoff studies. The core engine block requires the commands that are output from the CI Controller block.

The block uses the commanded torque and measured engine speed to determine these open-loop actuator commands:

• Injector pulse-width

• Fuel injection timing

• Variable geometry turbocharger (VGT) rack position

• EGR valve area percent

The CI Controller block has two subsystems:

• The Controller subsystem — Determines the commands based on tables that are functions of commanded torque and measured engine speed.

  Based On	Determines Commands for
  Commanded torque Measured engine speed	Injector pulse-width Fuel injection timing VGT rack position EGR valve area percent

• The Estimator subsystem — Determines estimates based on these engine attributes.

  Based On	Estimates
  Measured engine speed Fuel injection timing Cycle average intake manifold pressure and temperature Fuel injector pulse-width Absolute ambient pressure EGR valve area percent VGT rack position VGT speed	Air mass flow Torque Exhaust gas temperature Exhaust gas back-pressure EGR valve gas mass flow

The figure illustrates the signal flow.

The figure uses these variables.

N	Engine speed
MAP	Cycle average intake manifold absolute pressure
MAT	Cycle average intake manifold gas absolute temperature
EGRap, EGRcmd	EGR valve area percent and EGR valve area percent command, respectively
VGTpos	VGT rack position
Nvgt	Corrected turbocharger speed
RPcmd	VGT rack position command
$P{w}_{inj}$	Fuel injector pulse-width
MAINSOI	Start of injection timing for main fuel injection pulse

The Model-Based Calibration Toolbox™ was used to develop the tables that are available with the Powertrain Blockset™.

Controller

The controller governs the combustion process by commanding VGT rack position, EGR valve area percent, fuel injection timing, and injector pulse-width. Feedforward lookup tables, which are functions of measured engine speed and commanded torque, determine the control commands.

Air

The controller commands the EGR valve area percent and VGT rack position. Changing the VGT rack position modifies the turbine flow characteristics. At low-requested torques, the rack position can reduce the exhaust back pressure, resulting in a low turbocharger speed and boost pressure. When the commanded fuel requires additional air mass flow, the rack position is set to close the turbocharger vanes, increasing the turbocharger speed and intake manifold boost pressure.

The variable geometry turbocharger (VGT) rack position lookup table is a function of commanded torque and engine speed

$R{P}_{cmd}=f_{RPcmd}(Tr{q}_{cmd},N)$

where:

• RP_cmd is VGT rack position command, in percent.

• Trq_cmd is commanded engine torque, in N·m.

• N is engine speed, in rpm.

The commanded exhaust gas recirculation (EGR) valve area percent lookup table is a function of commanded torque and engine speed

$EG{R}_{cmd}=f_{EGRcmd}(Tr{q}_{cmd},N)$

where:

• EGR_cmd is commanded EGR valve area percent, in percent.

• Trq_cmd is commanded engine torque, in N·m.

• N is engine speed, in rpm.

Fuel

To initiate combustion, a CI engine injects fuel directly into the combustion chamber. After the injection, the fuel spontaneously ignites, increasing cylinder pressure. The total mass of the injected fuel and main injection timing determines the torque production.

Assuming constant fuel rail pressure, the CI controller commands the injector pulse-width based on the total requested fuel mass:

$P{w}_{inj}=\frac{F_{cmd, tot}}{S_{inj}}$

The equation uses these variables.

$P{w}_{inj}$	Fuel injector pulse-width
Sinj	Fuel injector slope
Fcmd,tot	Commanded total fuel mass per injection
MAINSOI	Main start-of-injection timing
N	Engine speed

The commanded total fuel mass per injection table is a function of the torque command and engine speed

$F_{cmd,tot}=f_{Fcmd,tot}(Tr{q}_{cmd},N)$

where:

• F_cmd,tot = F is commanded total fuel mass per injection, in mg per cylinder.

• Trq_cmd is commanded engine torque, in N·m.

• N is engine speed, in rpm.

The main start-of-injection (SOI) timing lookup table is a function of commanded fuel mass and engine speed

$$MAINSOI=f(F_{cmd,tot},N)$$

where:

• MAINSOI is the main start-of-injection timing, in degrees crank angle after top dead center (degATDC).

• F_cmd,tot = F is commanded fuel mass, in mg per injection.

• N is engine speed, in rpm.

Idle Speed

When the commanded torque is below a threshold value, the idle speed controller regulates the engine speed.

If	Idle Speed Controller
Trqcmd,input < Trqidlecmd,enable	Enabled
Trqidlecmd,enable ≤ Trqcmd,input	Not enabled

The idle speed controller uses a discrete PI controller to regulate the target idle speed by commanding a torque.

The PI controller uses this transfer function:

$C_{idle}\left(z\right)=K_{p,idle}+K_{i,idle}\frac{t_s}{z-1}$

The idle speed commanded torque must be less than the maximum commanded torque:

0 ≤ Trq_idlecomd ≤Trq_idlecmd,max

Idle speed control is active under these conditions. If the commanded input torque drops below the threshold for enabling the idle speed controller (Trq_cmd,input < Trq_{idlecmd,enable}), the commanded engine torque is given by:

Trq_cmd = max(Trq_cmd,input,Trq_idlecmd).

The equations use these variables.

Trqcmd	Commanded engine torque
Trqcmd,input	Input commanded engine torque
Trqidlecmd,enable	Threshold for enabling idle speed controller
Trqidlecmd	Idle speed controller commanded torque
Trqidlecmd,max	Maximum commanded torque
Nidle	Base idle speed
Kp,idle	Idle speed controller proportional gain
Ki,idle	Idle speed controller integral gain

Speed Limiter

To prevent over revving the engine, the block implements an engine speed limit controller that limits the engine speed to the value specified by the Rev-limiter speed threshold parameter on the Controls > Idle Speed tab.

If the engine speed, N, exceeds the engine speed limit, N_lim, the block sets the commanded engine torque to 0.

To smoothly transition the torque command to 0 as the engine speed approaches the speed limit, the block implements a lookup table multiplier. The lookup table multiplies the torque command by a value that ranges from 0 (engine speed exceeds limit) to 1 (engine speed does not exceed the limit).

Estimator

Using the CI Core Engine block, the CI Controller block estimates the air mass flow rate, EGR valve mass flow, exhaust back-pressure, engine torque, AFR, and exhaust temperature from sensor feedback. The Info port provides the estimated values, but block does not use them to determine the open-loop engine actuator commands.

Air Mass Flow

To calculate the air mass flow, the compression-ignition (CI) engine uses the CI Engine Speed-Density Air Mass Flow Model. The speed-density model uses the speed-density equation to calculate the engine air mass flow, relating the engine intake port mass flow to the intake manifold pressure, intake manifold temperature, and engine speed.

EGR Valve Mass Flow

To calculate the estimated exhaust gas recirculation (EGR) valve mass flow, the block calculates the EGR flow that would occur at standard temperature and pressure conditions, and then corrects the flow to actual temperature and pressure conditions. The block EGR calculation uses estimated exhaust back-pressure, estimated exhaust temperature, standard temperature, and standard pressure.

$${\dot{m}}_{egr,est}={\dot{m}}_{egr,std}\frac{P_{exh,est}}{P_{std}}\sqrt{\frac{T_{std}}{T_{exh,est}}}$$

• The standard exhaust gas recirculation (EGR) mass flow is a lookup table that is a function of the standard flow pressure ratio and EGR valve flow area

  $${\dot{m}}_{egr,std}=f(\frac{MAP}{P_{exh,est}},EGRap)$$

  where:

  • $${\dot{m}}_{egr,std}$$ is the standard EGR valve mass flow, in g/s.

  • P_exh,est is the estimated exhaust back-pressure, in Pa.

  • MAP is the cycle average intake manifold absolute pressure, in Pa.

  • EGRap is the measured EGR valve area, in percent.

  

The equations use these variables.

$${\dot{m}}_{egr,est}$$	Estimated EGR valve mass flow
$${\dot{m}}_{egr,std}$$	Standard EGR valve mass flow
$P_{std}$	Standard pressure
$T_{std}$	Standard temperature
Texh,est	Estimated exhaust manifold gas temperature
MAP	Measured cycle average intake manifold absolute pressure
Pexh,est	Estimated exhaust back-pressure
$P_{Amb}$	Absolute ambient pressure
EGRap	Measured EGR valve area percent

Exhaust Back-Pressure

To estimate the EGR valve mass flow, the block requires an estimate of the exhaust back-pressure. To estimate the exhaust back-pressure, the block uses the ambient pressure and the turbocharger pressure ratio.

$$P_{exh,est}=P_{Amb}P{r}_{turbo}$$

For the turbocharger pressure ration calculation, the block uses two lookup tables. The first lookup table determines the approximate turbocharger pressure ratio as a function of turbocharger mass flow and corrected turbocharger speed. Using a second lookup table, the block corrects the approximate turbocharger pressure ratio for VGT rack position.

$$\begin{array}{l}P{r}_{turbo}=f({\dot{m}}_{airstd},N_{vgtcorr})f(VG{T}_{pos})\\ \text{where:}\\ N_{vgtcorr}=\frac{N_{vgt}}{\sqrt{T_{exh,est}}}\end{array}$$

The equations use these variables.

$${\dot{m}}_{egr,est}$$	Estimated EGR valve mass flow
$${\dot{m}}_{egr,std}$$	Standard EGR valve mass flow
${\dot{m}}_{port,est}$	Estimated intake port mass flow rate
$${\dot{m}}_{airstd}$$	Standard air mass flow
EGRap	Measured EGR valve area
MAP	Measured cycle average intake manifold absolute pressure
MAT	Measured cycle average intake manifold gas absolute temperature
$P_{std}$	Standard pressure
$T_{std}$	Standard temperature
Texh,est	Estimated exhaust manifold gas temperature
Prvgtcorr	Turbocharger pressure ratio correction for VGT rack position
Prturbo	Turbocharger pressure ratio
Pexh,est	Estimated exhaust back-pressure
$P_{Amb}$	Absolute ambient pressure
Nvgtcorr	Corrected turbocharger speed
VGTpos	Measured VGT rack position

The exhaust-back pressure calculation uses these lookup tables:

• The turbocharger pressure ratio, corrected for variable geometry turbocharger (VGT) speed, is a lookup table that is a function of the standard air mass flow and corrected turbocharger speed, $$P{r}_{turbo}=f({\dot{m}}_{airstd},N_{vgtcorr})$$, where:

  • Pr_turbo is the turbocharger pressure ratio, corrected for VGT speed.

  • $${\dot{m}}_{airstd}$$ is the standard air mass flow, in g/s.

  • N_vgtcorr is the corrected turbocharger speed, in rpm/K^(1/2).

  

  To calculate the standard air mass flow through the turbocharger, the block uses conservation of mass, the estimated intake port, and EGR mass flows (from the last estimated calculation). The calculation assumes negligible exhaust manifold filling dynamics.

  $${\dot{m}}_{airstd}=({\dot{m}}_{port,est}-{\dot{m}}_{egr,est})\frac{P_{std}}{MAP}\sqrt{\frac{MAT}{T_{std}}}$$

• The variable geometry turbocharger pressure ratio correction is a function of the rack position, Pr_vgtcorr= ƒ(VGT_pos), where:

  • Pr_vgtcorr is the turbocharger pressure ratio correction.

  • VGT_pos is the variable geometry turbocharger (VGT) rack position.

  

Engine Torque

To calculate the engine torque, you can configure the block to use either of these torque models.

Brake Torque Model	Description
CI Engine Torque Structure Model	The CI core engine torque structure model determines the engine torque by reducing the maximum engine torque potential as these engine conditions vary from nominal: Start of injection (SOI) timing Exhaust back-pressure Burned fuel mass Intake manifold gas pressure, temperature, and oxygen percentage Fuel rail pressure To account for the effect of post-inject fuel on torque, the model uses a calibrated torque offset table.
CI Engine Simple Torque Model	For the simple engine torque calculation, the CI engine uses a torque lookup table map that is a function of engine speed and injected fuel mass.

Exhaust Temperature

The exhaust temperature calculation depends on the torque model. For both torque models, the block implements lookup tables.

Torque Model	Description	Equations
Simple Torque Lookup	Exhaust temperature lookup table is a function of the injected fuel mass and engine speed.	$T_{exh}=f_{Texh}(F,N)$
Torque Structure	The nominal exhaust temperature, Texhnom, is a product of these exhaust temperature efficiencies: SOI timing Intake manifold gas pressure Intake manifold gas temperature Intake manifold gas oxygen percentage Fuel rail pressure Optimal temperature The exhaust temperature, Texhnom, is offset by a post temperature effect, ΔTpost, that accounts for post and late injections during the expansion and exhaust strokes.	$\begin{array}{l}{T}_{exhnom}=SO{I}_{exhteff}MA{P}_{exhteff}MA{T}_{exhteff}O2p_{exhteff}FUEL{P}_{exhteff}Tex{h}_{opt}\\ T_{exh}=T_{exhnom}+\Delta T_{post}\\ \\ SO{I}_{exhteff}=f_{SO{I}_{exhteff}}\left(\Delta SOI,N\right)\\ MA{P}_{exhteff}=f_{MA{P}_{exhteff}}\left(MA{P}_{ratio},\lambda \right)\\ MA{T}_{exhteff}=f_{MA{T}_{exhteff}}\left(\Delta MAT,N\right)\\ O2p_{exhteff}=f_{O2p_{exhteff}}\left(\Delta O2p,N\right)\\ Tex{h}_{opt}=f_{Texh}(F,N)\end{array}$

The equations use these variables.

F	Compression stroke injected fuel mass
N	Engine speed
Texh	Exhaust manifold gas temperature
Texhopt	Optimal exhaust manifold gas temperature
ΔTpost	Post injection temperature effect
Texhnom	Nominal exhaust temperature
SOIexhteff	Main SOI exhaust temperature efficiency multiplier
ΔSOI	Main SOI timing relative to optimal timing
MAPexheff	Intake manifold gas pressure exhaust temperature efficiency multiplier
MAPratio	Intake manifold gas pressure ratio relative to optimal pressure ratio
λ	Intake manifold gas lambda
MATexheff	Intake manifold gas temperature exhaust temperature efficiency multiplier
ΔMAT	Intake manifold gas temperature relative to optimal temperature
O2Pexheff	Intake manifold gas oxygen exhaust temperature efficiency multiplier
ΔO2P	Intake gas oxygen percent relative to optimal
FUELPexheff	Fuel rail pressure exhaust temperature efficiency multiplier
ΔFUELP	Fuel rail pressure relative to optimal

Air-Fuel Ratio

The measured engine speed and fuel injector pulse-width determine the commanded fuel mass flow rate:

${\dot{m}}_{fuel,cmd}=\frac{N{S}_{inj}P{w}_{inj}{N}_{cyl}}{Cps\left(\frac{60s}{min}\right)\left(\frac{1000mg}{g}\right)}$

The commanded total fuel mass flow and estimated port mass flow rates determine the estimated AFR:

$AF{R}_{est}=\frac{{\dot{m}}_{port,est}}{{\dot{m}}_{fuel,cmd}}$

The equations use these variables.

$P{w}_{inj}$	Fuel injector pulse-width
AFRest	Estimated air-fuel ratio
${\dot{m}}_{fuel,cmd}$	Commanded fuel mass flow rate
$S_{inj}$	Fuel injector slope
N	Engine speed
Ncyl	Number of engine cylinders
Cps	Crankshaft revolutions per power stroke, rev/stroke
${\dot{m}}_{port,est}$	Total estimated engine air mass flow at intake ports

Examples

Build Conventional Vehicle Model

Build a vehicle with an internal combustion engine using the conventional vehicle reference application.

Calibrate, Validate, and Optimize CI Engine with Dynamometer Test Harness

Simulate a compression-ignition (CI) engine and controller under a dynamometer test harness using the CI engine dynamometer reference application.

Ports

Input

TrqCmd — Commanded engine torque

scalar

Commanded engine torque, Trq_cmd,input, in N·m.

EngSpd — Measured engine speed

scalar

Measured engine speed, N, in rpm.

Map — Measured intake manifold absolute pressure

scalar

Measured intake manifold absolute pressure, MAP, in Pa.

Mat — Measured intake manifold absolute temperature

scalar

Measured intake manifold absolute temperature, MAT, in K.

AmbPrs — Ambient pressure

scalar

Absolute ambient pressure, $P_{Amb}$, in Pa.

EgrVlvAreaPct — EGR valve area percent

scalar

Measured EGR valve area percent, EGRap, in %.

VgtPos — VGT speed

scalar

Measured VGT rack position, VGT_pos.

VgtSpd — VGT speed

scalar

Measured VGT speed, N_vgt, in rpm.

Ect — Engine cooling temperature

scalar

Engine cooling temperature, T_coolant, in K.

IgSw — Ignition switch

Boolean

State of the vehicle ignition switch, dimensionless.

Dependencies

To create this port, on the Stop-Start tab, select Enable Engine Stop-Start.

ESSEnable — Engine Stop-Start Enable

Boolean

Command to enable or disable the stop-start logic, dimensionless.

Dependencies

To create this port, on the Stop-Start tab, select Enable Engine Stop-Start. Select External Enable Port.

Output

Info — Bus signal

bus

Bus signal containing these block calculations.

Signal	Description	Variable	Units
InjPw	Fuel injector pulse-width	$P{w}_{inj}$	ms
EgrVlvAreaPctCmd	EGR valve area percent command	EGRcmd	%
TurbRackPosCmd	VGT rack position command	RPcmd	N/A
TrqCmd	Engine torque	Trqcmd	N·m
FuelMassTotCmd	Commanded total fuel mass per injection	Fcmd,tot	mg
FuelMainSoi	Main start-of-injection timing	MAINSOI	degATDC
FuelMassFlwCmd	Commanded fuel mass flow rate	${\dot{m}}_{fuel,cmd}$	kg/s
EstIntkPortMassFlw	Estimated port mass flow rate	${\dot{m}}_{port,est}$	kg/s
EstEngTrq	Estimated engine torque	Trqest	N·m
EstExhManGasTemp	Estimated exhaust manifold gas temperature	Texh,est	K
EstExhPrs	Estimated exhaust back-pressure	Pex	Pa
EstEGRFlow	EstEGRFlow	EstEGRFlow	EstEGRFlow
EstAfr	Estimated air-fuel ratio	AFRest	N/A
EngRevLimAct	Flag that indicates if rev-limiter control is active	N/A	N/A

InjPw — Fuel injector pulse-width

scalar

Fuel injector pulse-width, $P{w}_{inj}$, in ms.

FuelMainSoi — Fuel main injecting timing

scalar

Main start-of-injection timing, MAINSOI, in degrees crank angle after top dead center (degATDC).

TurbRackPosCmd — Rack position

scalar

VGT rack position command, RP_cmd.

EgrVlvAreaPctCmd — Intake cam phaser angle command

scalar

EGR valve area percent command, EGR_cmd.

Parameters

Controls

Air - EGR

EGR valve area percent, f_egrcmd — Lookup table

array

The commanded exhaust gas recirculation (EGR) valve area percent lookup table is a function of commanded torque and engine speed

$EG{R}_{cmd}=f_{EGRcmd}(Tr{q}_{cmd},N)$

where:

• EGR_cmd is commanded EGR valve area percent, in percent.

• Trq_cmd is commanded engine torque, in N·m.

• N is engine speed, in rpm.

Commanded torque breakpoints, f_egr_tq_bpt — Breakpoints

[10 26.43 42.86 59.29 75.71 92.14 108.6 125 141.4 157.9 174.3 190.7 207.1 223.6 240] (default) | vector

Commanded torque breakpoints, in N·m.

Speed breakpoints, f_egr_n_bpt — Breakpoints

[1000 1411 1821 2232 2643 3054 3464 3875 4286 4696 5107 5518 5929 6339 6750] (default) | vector

Speed breakpoints, in rpm.

Air - VGR

VGT rack position table, f_rpcmd — Lookup table

array

The variable geometry turbocharger (VGT) rack position lookup table is a function of commanded torque and engine speed

$R{P}_{cmd}=f_{RPcmd}(Tr{q}_{cmd},N)$

where:

• RP_cmd is VGT rack position command, in percent.

• Trq_cmd is commanded engine torque, in N·m.

• N is engine speed, in rpm.

Commanded torque breakpoints, f_rp_tq_bpt — Breakpoints

[10 26.43 42.86 59.29 75.71 92.14 108.6 125 141.4 157.9 174.3 190.7 207.1 223.6 240] (default) | vector

Breakpoints, in N·m.

Speed breakpoints, f_rp_n_bpt — Breakpoints

[1000 1411 1821 2232 2643 3054 3464 3875 4286 4696 5107 5518 5929 6339 6750] (default) | vector

Breakpoints, in rpm.

Fuel

Injector slope, Sinj — Slope

6.452 (default) | scalar

Fuel injector slope, $S_{inj}$, in mg/ms.

Stoichiometric air-fuel ratio, afr_stoich — Ratio

14.6 (default) | scalar

Stoichiometric air-fuel ratio, AFR_stoich.

Fuel lower heating value, fuel_lhv — Heat

42e6 (default) | scalar

Fuel lower heating value, in J/kg.

Fuel mass per injection table, f_fcmd_tot — Lookup table

array

The commanded total fuel mass per injection table is a function of the torque command and engine speed

$F_{cmd,tot}=f_{Fcmd,tot}(Tr{q}_{cmd},N)$

where:

• F_cmd,tot = F is commanded total fuel mass per injection, in mg per cylinder.

• Trq_cmd is commanded engine torque, in N·m.

• N is engine speed, in rpm.

Fuel main injection timing table, f_main_soi — Lookup table

array

The main start-of-injection (SOI) timing lookup table is a function of commanded fuel mass and engine speed

$$MAINSOI=f(F_{cmd,tot},N)$$

where:

• MAINSOI is the main start-of-injection timing, in degrees crank angle after top dead center (degATDC).

• F_cmd,tot = F is commanded fuel mass, in mg per injection.

• N is engine speed, in rpm.

Fuel main injection timing fuel breakpoints, f_main_soi_f_bpt — Breakpoints

vector

Fuel main injection timing fuel breakpoints, in mg per injection.

Fuel main injection timing speed breakpoints, f_main_soi_n_bpt — Breakpoints

[1000,1410.71428571429,1821.42857142857,2232.14285714286,2642.85714285714,3053.57142857143,3464.28571428571,3875,4285.71428571429,4696.42857142857,5107.14285714286,5517.85714285714,5928.57142857143,6339.28571428572,6750] (default) | vector

Fuel main injection timing speed breakpoints, in rpm.

Commanded torque breakpoints, f_f_tot_tq_bpt — Breakpoints

[0 10 26.43 42.86 59.29 75.71 92.14 108.6 125 141.4 157.9 174.3 190.7 207.1 223.6 240] (default) | vector

Commanded torque breakpoints, in N·m.

Speed breakpoints, f_f_tot_n_bpt — Breakpoints

[1000 1411 1821 2232 2643 3054 3464 3875 4286 4696 5107 5518 5929 6339 6750] (default) | vector

Speed breakpoints, in rpm.

Idle Speed

Base idle speed, N_idle — Speed

750 (default) | scalar

Base idle speed, N_idle, in rpm.

Enable torque command limit, Trq_idlecmd_enable — Torque

1 (default) | scalar

Torque to enable the idle speed controller, Trq_{idlecmd,enable}, in N·m.

Maximum torque command, Trq_idlecmd_max — Torque

50 (default) | scalar

Maximum idle controller commanded torque, Trq_idlecmd,max, in N·m.

Proportional gain, Kp_idle — PI Controller

0.05 (default) | scalar

Proportional gain for idle speed control, K_p,idle, in N·m/rpm.

Integral gain, Ki_idle — PI Controller

0.2 (default) | scalar

Integral gain for idle speed control, K_i,idle, in N·m/(rpm·s).

Rev-limiter speed threshold — Engine speed limit

scalar

Engine speed limit, N_lim, in rpm.

If the engine speed, N, exceeds the engine speed limit, N_lim, the block sets the commanded engine torque to 0.

To smoothly transition the torque command to 0 as the engine speed approaches the speed limit, the block implements a lookup table multiplier. The lookup table multiplies the torque command by a value that ranges from 0 (engine speed exceeds limit) to 1 (engine speed does not exceed the limit).

Stop-Start

Enable Engine Stop-Start — Select to enable the engine stop-start logic

off (default) | on

Select to enable the engine stop-start logic. Selecting this option will activate additional parameters to modify the behavior of the Engine Stop-Start block.

External Enable Port — Create input port

off (default) | on

Select to add a port to the engine controller block which enables or disables the stop-start logic.

Dependencies

To enable this parameter, on the Stop-Start tab, select Enable Engine Stop-Start.

Engine stop time, EngStopTime [s] — Engine stop time

5 (default) | scalar

Engine stop time for the stop-start logic, in s.

Dependencies

To enable this parameter, on the Stop-Start tab, select Enable Engine Stop-Start.

Catalyst light off time, CatLightOffTime [s] — Catalyst light off time

0 (default) | scalar

Catalyst light off time for the stop-start logic, in s.

Dependencies

To enable this parameter, on the Stop-Start tab, select Enable Engine Stop-Start.

Sample time, Ts [s] — Sample time

0.01 (default) | scalar

Sample time for the stop-start logic, in s.

Dependencies

To enable this parameter, on the Stop-Start tab, select Enable Engine Stop-Start.

Estimation

Air

Number of cylinders, NCyl — Engine cylinders

4 (default) | scalar

Number of engine cylinders, $N_{cyl}$.

Crank revolutions per power stroke, Cps — Revolutions per stroke

2 (default) | scalar

Crankshaft revolutions per power stroke, $$Cps$$, in rev/stroke.

Total displaced volume, Vd — Volume

0.0015 (default) | scalar

Displaced volume, $V_d$, in m^3.

Ideal gas constant air, Rair — Constant

287 (default) | scalar

Ideal gas constant, $R_{air}$, in J/(kg·K).

Air standard pressure, Pstd — Pressure

101325 (default) | scalar

Standard air pressure, $P_{std}$, in Pa.

Air standard temperature, Tstd — Temperature

293.15 (default) | scalar

Standard air temperature, $T_{std}$, in K.

Speed density volumetric efficiency, f_nv — Lookup table

array

The volumetric efficiency lookup table is a function of the intake manifold absolute pressure at intake valve closing (IVC) and engine speed

${\eta }_v=f_{{\eta }_v}(MAP,N)$

where:

• ${\eta }_v$ is engine volumetric efficiency, dimensionless.

• MAP is intake manifold absolute pressure, in KPa.

• N is engine speed, in rpm.

Speed density intake manifold pressure breakpoints, f_nv_prs_bpt — Breakpoints

[95 100.3 105.7 111 116.4 121.7 127.1 132.4 137.8 143.1 148.4 153.8 159.1 164.5 169.8 175.2 180.5 185.9 191.2 196.6 201.9 207.2 212.6 217.9 223.3 228.6 234 239.3 244.7 250] (default) | vector

Intake manifold pressure breakpoints for speed-density volumetric efficiency lookup table, in KPa.

Speed density engine speed breakpoints, f_nv_n_bpt — Breakpoints

[750 956.9 1164 1371 1578 1784 1991 2198 2405 2612 2819 3026 3233 3440 3647 3853 4060 4267 4474 4681 4888 5095 5302 5509 5716 5922 6129 6336 6543 6750] (default) | vector

Engine speed breakpoints for speed-density volumetric efficiency lookup table, in rpm.

EGR valve standard flow calibration, f_egr_stdflow — Lookup table

array

The standard exhaust gas recirculation (EGR) mass flow is a lookup table that is a function of the standard flow pressure ratio and EGR valve flow area

$${\dot{m}}_{egr,std}=f(\frac{MAP}{P_{exh,est}},EGRap)$$

where:

• $${\dot{m}}_{egr,std}$$ is the standard EGR valve mass flow, in g/s.

• P_exh,est is the estimated exhaust back-pressure, in Pa.

• MAP is the cycle average intake manifold absolute pressure, in Pa.

• EGRap is the measured EGR valve area, in percent.

EGR valve standard flow pressure ratio breakpoints, f_egr_stdflow_pr_bpt — Breakpoints

vector

EGR valve standard flow pressure ratio breakpoints, dimensionless.

EGR valve standard flow area percent breakpoints, f_egr_stdflow_egrap_bpt — Breakpoints

vector

EGR valve standard flow area percent breakpoints, in percent.

Turbocharger pressure ratio, f_turbo_pr — Lookup table

array

The turbocharger pressure ratio, corrected for variable geometry turbocharger (VGT) speed, is a lookup table that is a function of the standard air mass flow and corrected turbocharger speed, $$P{r}_{turbo}=f({\dot{m}}_{airstd},N_{vgtcorr})$$, where:

• Pr_turbo is the turbocharger pressure ratio, corrected for VGT speed.

• $${\dot{m}}_{airstd}$$ is the standard air mass flow, in g/s.

• N_vgtcorr is the corrected turbocharger speed, in rpm/K^(1/2).

Turbocharger pressure ratio standard flow breakpoints, f_turbo_pr_stdflow_bpt — Breakpoints

vector

Turbocharger pressure ratio standard flow breakpoints, in g/s.

Turbocharger pressure ratio corrected speed breakpoints, f_turbo_pr_corrspd_bpt — Breakpoints

vector

Turbocharger pressure ratio corrected speed breakpoints, in rpm/K^(1/2).

Turbocharger pressure ratio VGT position correction, f_turbo_pr_vgtposcorr — Lookup table

array

The variable geometry turbocharger pressure ratio correction is a function of the rack position, Pr_vgtcorr= ƒ(VGT_pos), where:

• Pr_vgtcorr is the turbocharger pressure ratio correction.

• VGT_pos is the variable geometry turbocharger (VGT) rack position.

Turbocharger pressure ratio VGT position correction breakpoints, f_turbo_pr_vgtposcorr_bpt — Breakpoints

vector

Turbocharger pressure ratio VGT position correction breakpoints, dimensionless.

Torque - Simple Torque Lookup

Torque table, f_tq_nf — Lookup table

array

For the simple torque lookup table model, the CI engine uses a lookup table is a function of engine speed and injected fuel mass, $T_{brake}=f_{Tnf}(F,N)$, where:

• Tq = T_brake is engine brake torque after accounting for engine mechanical and pumping friction effects, in N·m.

• F is injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Simple Torque Lookup.

Torque table fuel mass per injection breakpoints, f_tq_nf_f_bpt — Breakpoints

[0 3.5714 7.1429 10.7143 14.2857 17.8571 21.4286 25 28.5714 32.1429 35.7143 39.2857 42.8571 46.4286 50] (default) | vector

Torque table fuel mass per injection breakpoints, in mg per injection.

Dependencies

To enable this parameter, for Torque model, select Simple Torque Lookup.

Torque table speed breakpoints, f_tq_nf_n_bpt — Breakpoints

[1000 1410.7143 1821.4286 2232.1429 2642.8571 3053.5714 3464.2857 3875 4285.7143 4696.4286 5107.1429 5517.8571 5928.5714 6339.2857 6750] (default) | vector

Engine speed breakpoints, in rpm.

Dependencies

To enable this parameter, for Torque model, select Simple Torque Lookup.

Torque - Torque Structure

Fuel mass per injection breakpoints, f_tqs_f_bpt — Breakpoints

vector

Fuel mass per injection breakpoints, in mg per injection.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Engine speed breakpoints, f_tqs_n_bpt — Breakpoints

[500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000] (default) | vector

Engine speed breakpoints, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal main start of injection timing, f_tqs_mainsoi — Optimal MAINSOI

array

The optimal main start of injection (SOI) timing lookup table, ƒ_SOIc, is a function of the engine speed and injected fuel mass, SOI_c = ƒ_SOIc(F,N), where:

• SOI_c is optimal SOI timing, in degATDC.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal intake manifold gas pressure, f_tqs_map — Optimal intake MAP

array

The optimal intake manifold gas pressure lookup table, ƒ_MAP, is a function of the engine speed and injected fuel mass, MAP = ƒ_MAP(F,N), where:

• MAP is optimal intake manifold gas pressure, in Pa.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal exhaust manifold gas pressure, f_tqs_emap — Optimal exhaust MAP

array

The optimal exhaust manifold gas pressure lookup table, ƒ_EMAP, is a function of the engine speed and injected fuel mass, EMAP = ƒ_EMAP(F,N), where:

• EMAP is optimal exhaust manifold gas pressure, in Pa.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal intake manifold gas temperature, f_tqs_mat — Optimal intake MAT

array

The optimal intake manifold gas temperature lookup table, ƒ_MAT, is a function of the engine speed and injected fuel mass, MAT = ƒ_MAT(F,N), where:

• MAT is optimal intake manifold gas temperature, in K.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal intake gas oxygen percent, f_tqs_o2pct — Optimal intake gas oxygen

array

The optimal intake gas oxygen percent lookup table, ƒ_O2, is a function of the engine speed and injected fuel mass, O2PCT = ƒ_O2(F,N), where:

• O2PCT is optimal intake gas oxygen, in percent.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal fuel rail pressure, f_tqs_fuelpress — Optimal fuel rail pressure

array

The optimal fuel rail pressure lookup table, ƒ_fuelp, is a function of the engine speed and injected fuel mass, FUELP = ƒ_fuelp(F,N), where:

• FUELP is optimal fuel rail pressure, in MPa.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal gross indicated mean effective pressure, f_tqs_imepg — Optimal mean effective pressure

array

The optimal gross indicated mean effective pressure lookup table, ƒ_imepg, is a function of the engine speed and injected fuel mass, IMEPG = ƒ_imepg(F,N), where:

• IMEPG is optimal gross indicated mean effective pressure, in Pa.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal friction mean effective pressure, f_tqs_fmep — Optimal friction mean effective pressure

array

The optimal friction mean effective pressure lookup table, ƒ_fmep, is a function of the engine speed and injected fuel mass, FMEP = ƒ_fmep(F,N), where:

• FMEP is optimal friction mean effective pressure, in Pa.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Optimal pumping mean effective pressure, f_tqs_pmep — Optimal pumping mean effective pressure

array

The optimal pumping mean effective pressure lookup table, ƒ_pmep, is a function of the engine speed and injected fuel mass, PMEP = ƒ_pmep(F,N), where:

• PMEP is optimal pumping mean effective pressure, in Pa.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Friction multiplier as a function of temperature, f_tqs_fric_temp_mod — Friction multiplier

array

Friction multiplier as a function of temperature, dimensionless.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Friction multiplier temperature breakpoints, f_tqs_fric_temp_bpt — Breakpoints

vector

Friction multiplier temperature breakpoints, in K.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Main start of injection timing efficiency multiplier, f_tqs_mainsoi_eff — MAINSOI efficiency multiplier

array

The main start of injection (SOI) timing efficiency multiplier lookup table, ƒ_SOIeff, is a function of the engine speed and main SOI timing relative to optimal timing, SOI_eff = ƒ_SOIeff(ΔSOI,N), where:

• SOI_eff is main SOI timing efficiency multiplier, dimensionless.

• ΔSOI is main SOI timing relative to optimal timing, in degBTDC.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Main start of injection timing relative to optimal timing breakpoints, f_tqs_mainsoi_delta_bpt — Breakpoints

vector

Main start of injection timing relative to optimal timing breakpoints, in degBTDC.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas pressure efficiency multiplier, f_tqs_map_eff — Intake pressure efficiency multiplier

array

The intake manifold gas pressure efficiency multiplier lookup table, ƒ_MAPeff, is a function of the intake manifold gas pressure ratio relative to optimal pressure ratio and lambda, MAP_eff = ƒ_MAPeff(MAP_ratio,λ), where:

• MAP_eff is intake manifold gas pressure efficiency multiplier, dimensionless.

• MAP_ratio is intake manifold gas pressure ratio relative to optimal pressure ratio, dimensionless.

• λ is intake manifold gas lambda, dimensionless.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas pressure ratio relative to optimal pressure ratio breakpoints, f_tqs_map_ratio_bpt — Breakpoints

[0.8;0.85;0.9;0.95;1;1.05;1.1;1.15;1.2;1.25;1.3;1.35;1.4;1.45;1.5] (default) | vector

Intake manifold gas pressure ratio relative to optimal pressure ratio breakpoints, dimensionless.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas lambda breakpoints, f_tqs_lambda_bpt — Breakpoints

[1.5 1.678571428571429 1.857142857142857 2.035714285714286 2.214285714285714 2.392857142857143 2.571428571428571 2.75 2.928571428571429 3.107142857142857 3.285714285714286 3.464285714285714 3.642857142857143 3.821428571428572 4] (default) | vector

Intake manifold gas lambda breakpoints, dimensionless.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas temperature efficiency multiplier, f_tqs_mat_eff — Intake temperature efficiency multiplier

array

The intake manifold gas temperature efficiency multiplier lookup table, ƒ_MATeff, is a function of the engine speed and intake manifold gas temperature relative to optimal temperature, MAT_eff = ƒ_MATeff(ΔMAT,N), where:

• MAT_eff is intake manifold gas temperature efficiency multiplier, dimensionless.

• ΔMAT is intake manifold gas temperature relative to optimal temperature, in K.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas temperature relative to optimal gas temperature breakpoints, f_tqs_mat_delta_bpt — Breakpoints

[-55;-50;-45;-40;-35;-30;-25;-20;-15;-10;-5;0;5;10;15] (default) | vector

Intake manifold gas temperature relative to optimal gas temperature breakpoints, in K.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas oxygen efficiency multiplier, f_tqs_o2pct_eff — Intake oxygen efficiency multiplier

array

The intake manifold gas oxygen efficiency multiplier lookup table, ƒ_O2Peff, is a function of the engine speed and intake manifold gas oxygen percent relative to optimal, O2P_eff = ƒ_O2Peff(ΔO2P,N), where:

• O2P_eff is intake manifold gas oxygen efficiency multiplier, dimensionless.

• ΔO2P is intake gas oxygen percent relative to optimal, in percent.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake gas oxygen percent relative to optimal breakpoints, f_tqs_o2pct_delta_bpt — Breakpoints

vector

Intake gas oxygen percent relative to optimal breakpoints, in percent.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Fuel rail pressure efficiency multiplier, f_tqs_fuelpress_eff — Efficiency multiplier

array

The fuel rail pressure efficiency multiplier lookup table, ƒ_FUELPeff, is a function of the engine speed and fuel rail pressure relative to optimal breakpoints, FUELP_eff = ƒ_FUELPeff(ΔFUELP,N), where:

• FUELP_eff is fuel rail pressure efficiency multiplier, dimensionless.

• ΔFUELP is fuel rail pressure relative to optimal, in MPa.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Fuel rail pressure relative to optimal breakpoints, f_tqs_fuelpress_delta_bpt — Breakpoints

vector

Fuel rail pressure relative to optimal breakpoints, in MPa.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Fuel mass injection type identifier, f_tqs_f_inj_type — Type identifier

0 (default) | scalar

Fuel mass injection type identifier, dimensionless.

In the CI Core Engine and CI Controller blocks, you can represent multiple injections with the start of injection (SOI) and fuel mass inputs to the model. To specify the type of injection, use the Fuel mass injection type identifier parameter.

Type of Injection	Parameter Value
Pilot	0
Main	1
Post	2
Passed	3

The model considers Passed fuel injections and fuel injected later than a threshold to be unburned fuel. Use the Maximum start of injection angle for burned fuel, f_tqs_f_burned_soi_limit parameter to specify the threshold.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Indicated mean effective pressure post inject correction, f_tqs_imep_post_corr — Post inject correction

array

The indicated mean effective pressure post inject correction lookup table, ƒ_IMEPpost, is a function of the engine speed and fuel rail pressure relative to optimal breakpoints, ΔIMEP_post = ƒ_IMEPpost(ΔSOI_post,F_post), where:

• ΔIMEP_post is indicated mean effective pressure post inject correction, in Pa.

• ΔSOI_post is indicated mean effective pressure post inject start of inject timing centroid, in degATDC.

• F_post is indicated mean effective pressure post inject mass sum, in mg per injection.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Indicated mean effective pressure post inject mass sum breakpoints, f_tqs_f_post_sum_bpt — Breakpoints

[0 3.571428571428572 7.142857142857143 10.71428571428571 14.28571428571429 17.85714285714286 21.42857142857143 25 28.57142857142857 32.14285714285715 35.71428571428572 39.28571428571428 42.85714285714285 46.42857142857143 50] (default) | vector

Indicated mean effective pressure post inject mass sum breakpoints, in mg per injection.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Indicated mean effective pressure post inject start of inject timing centroid breakpoints, f_tqs_soi_post_cent_bpt — Breakpoints

[150 160.7142857142857 171.4285714285714 182.1428571428571 192.8571428571429 203.5714285714286 214.2857142857143 225 235.7142857142857 246.4285714285714 257.1428571428571 267.8571428571429 278.5714285714286 289.2857142857143 300] (default) | vector

Indicated mean effective pressure post inject start of inject timing centroid breakpoints, in degATDC.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Maximum start of injection angle for burned fuel, f_tqs_f_burned_soi_limit — Maximum SOI angle for burned fuel

500 (default) | scalar

Maximum start of injection angle for burned fuel, in degATDC.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Exhaust

Exhaust gas specific heat at constant pressure, cp_exh — Specific heat

1005 (default) | scalar

Exhaust gas-specific heat, $C{p}_{exh}$, in J/(kg·K).

Exhaust Temperature - Simple Torque Lookup

Exhaust temperature table, f_t_exh — Lookup table

array

The lookup table for the exhaust temperature is a function of injected fuel mass and engine speed

$T_{exh}=f_{Texh}(F,N)$

where:

• $T_{exh}$ is exhaust temperature, in K.

• F is injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Simple Torque Lookup.

Fuel mass per injection breakpoints, f_t_exh_f_bpt — Breakpoints

[0 3.5714 7.1429 10.7143 14.2857 17.8571 21.4286 25 28.5714 32.1429 35.7143 39.2857 42.8571 46.4286 50] (default) | array

Engine load breakpoints used for exhaust temperature lookup table, in mg per injection.

Dependencies

To enable this parameter, for Torque model, select Simple Torque Lookup.

Speed breakpoints, f_t_exh_n_bpt — Breakpoints

[1000 1410.7143 1821.4286 2232.1429 2642.8571 3053.5714 3464.2857 3875 4285.7143 4696.4286 5107.1429 5517.8571 5928.5714 6339.2857 6750] (default) | array

Engine speed breakpoints used for exhaust temperature lookup table, in rpm.

Dependencies

To enable this parameter, for Torque model, select Simple Torque Lookup.

Exhaust Temperature - Torque Structure

Optimal exhaust manifold gas temperature, f_tqs_exht — Optimal exhaust manifold gas temperature

array

The optimal exhaust manifold gas temperature lookup table, ƒ_Texh, is a function of the engine speed engine speed and injected fuel mass, Texh_opt = ƒ_Texh(F,N), where:

• Texh_opt is optimal exhaust manifold gas temperature, in K.

• F is compression stroke injected fuel mass, in mg per injection.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Main start of injection timing exhaust temperature efficiency multiplier, f_tqs_exht_mainsoi_eff — Main SOI timing efficiency multiplier

array

The main start of injection (SOI) timing exhaust temperature efficiency multiplier lookup table, ƒ_SOIexhteff, is a function of the engine speed engine speed and injected fuel mass, SOI_exhteff = ƒ_SOIexhteff(ΔSOI,N), where:

• SOI_exhteff is main SOI exhaust temperature efficiency multiplier, dimensionless.

• ΔSOI is main SOI timing relative to optimal timing, in degBTDC.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas pressure exhaust temperature efficiency multiplier, f_tqs_exht_map_eff — Intake manifold efficiency multiplier

array

The intake manifold gas pressure exhaust temperature efficiency multiplier lookup table, ƒ_MAPexheff, is a function of the intake manifold gas pressure ratio relative to optimal pressure ratio and lambda, MAP_exheff = ƒ_MAPexheff(MAP_ratio,λ), where:

• MAP_exheff is intake manifold gas pressure exhaust temperature efficiency multiplier, dimensionless.

• MAP_ratio is intake manifold gas pressure ratio relative to optimal pressure ratio, dimensionless.

• λ is intake manifold gas lambda, dimensionless.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas temperature exhaust temperature efficiency multiplier, f_tqs_exht_mat_eff — Intake manifold efficiency multiplier

array

The intake manifold gas temperature exhaust temperature efficiency multiplier lookup table, ƒ_MATexheff, is a function of the engine speed and intake manifold gas temperature relative to optimal temperature, MAT_exheff = ƒ_MATexheff(ΔMAT,N), where:

• MAT_exheff is intake manifold gas temperature exhaust temperature efficiency multiplier, dimensionless.

• ΔMAT is intake manifold gas temperature relative to optimal temperature, in K.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Intake manifold gas oxygen exhaust temperature efficiency multiplier, f_tqs_exht_o2pct_eff — Intake manifold efficiency multiplier

array

The intake manifold gas oxygen exhaust temperature efficiency multiplier lookup table, ƒ_O2Pexheff, is a function of the engine speed and intake manifold gas oxygen percent relative to optimal, O2P_exheff = ƒ_O2Pexheff(ΔO2P,N), where:

• O2P_exheff is intake manifold gas oxygen exhaust temperature efficiency multiplier, dimensionless.

• ΔO2P is intake gas oxygen percent relative to optimal, in percent.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Fuel rail pressure exhaust temperature efficiency multiplier, f_tqs_exht_fuelpress_eff — Fuel rail pressure exhaust temperature efficiency multiplier

array

The fuel rail pressure efficiency exhaust temperature multiplier lookup table, ƒ_FUELPexheff, is a function of the engine speed and fuel rail pressure relative to optimal breakpoints, FUELP_exheff = ƒ_FUELPexheff(ΔFUELP,N), where:

• FUELP_exheff is fuel rail pressure exhaust temperature efficiency multiplier, dimensionless.

• ΔFUELP is fuel rail pressure relative to optimal, in MPa.

• N is engine speed, in rpm.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

Post-injection cylinder wall heat loss transfer coefficient, f_tqs_exht_post_inj_wall_htc — Post-injection offset

0 (default) | scalar

Post-injection cylinder wall heat loss transfer coefficient, in W/K.

Dependencies

To enable this parameter, for Torque model, select Torque Structure.

References

[1] Heywood, John B. Internal Combustion Engine Fundamentals. New York: McGraw-Hill, 1988.

Extended Capabilities

C/C++ Code Generation
Generate C and C++ code using Simulink® Coder™.

Version History

Introduced in R2017a