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SAE TECHNICAL
PAPER SERIES

2002-01-0964

A New Approach to Boost Pressure and EGR

Rate Control Development for HD
Truck Engines with VGT
Andreas Pfeifer, Maurice Smeets and Hans-Otto Herrmann
FEV Motorentechnik GmbH

Dean Tomazic
FEV Engine Technology, Inc.

Felix Richert and Axel Schloer

Institute of Automatic Control (IRT), Aachen University of Technology

Reprinted From: Compression Ignition Combustion and

In-Cylinder Diesel Particulates and NOx Control
(SP1698)

SAE 2002 World Congress

Detroit, Michigan
March 4-7, 2002
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A.

Tel: (724) 776-4841 Fax: (724) 776-5760

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2002-01-0964

A New Approach to Boost Pressure and EGR Rate Control

Development for HD Truck Engines with VGT
Andreas Pfeifer, Maurice Smeets and Hans-Otto Herrmann
FEV Motorentechnik GmbH

Dean Tomazic
FEV Engine Technology, Inc.

Felix Richert and Axel Schloer

Institute of Automatic Control (IRT), Aachen University of Technology
Copyright 2002 Society of Automotive Engineers, Inc.

ABSTRACT
Future HD Diesel engine technology is facing a
combination of both extremely low exhaust emission
standards (US 2002/2004, EURO IV and later US 2007,
EURO V) and new engine test procedures such as the
European Transient Cycle (ETC) in Europe and the Notto-Exceed Area (NTE) in the US). Customers
furthermore require increased engine performance,
improved efficiency, and long-term durability. In order to
achieve all targets simultaneously, future HD Diesel
engines must have improved fuel injection and
combustion systems and utilize suitable technologies
such as exhaust gas recirculation (EGR), variable
geometry turbine turbocharger systems (VGT) and
exhaust gas after-treatment systems. Future systems
require precision controlled EGR in combination with a
VGT-turbocharger during transient operation. This will
require new strategies and calibration for the Electronic
Engine Control Unit (ECU).

improvements of the passenger car diesel engine likely

contributed to this trend.
EMISSION LEGISLATION
Three years ago, hardly any commercial vehicle engine
available in Europe could follow the engine speed and
load specifications of the ETC within the allowed
bandwidth defined by the legislator (Figure 1). However,
these criteria have been fulfilled without problem by all
EURO III engines that have been tested by FEV within
the past year.

This paper focuses on a new approach for the

development of an advanced HD Diesel engine control
concept that will improve engine behavior during
transient operation. Also, this new approach will reduce
the time required for engine optimization and ECU
calibration.

INTRODUCTION
In the past, the classical criteria for the evaluation of a
truck engine included performance, stationary torque,
and vehicle fuel consumption. However, due to the
intensified competition in the transportation business,
dynamic handling is becoming increasingly important.
Particularly in lighter commercial motor vehicles (6 -12
Tons) used for distribution, a more passenger car-like
response and acceleration behavior is expected. The

Figure 1: Comparison between Setpoint and Measured Values in the

ETC Test

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The emission levels in the US and Europe have

additionally been tightened in parallel to the increase in
dynamic response requirements for commercial vehicle
engines (Figure 2).

Future EURO V emission levels, starting in 2008

necessitate NOx exhaust gas aftertreatment devices in
Europe for all application fields. In the US the NOx limit
values of US 2007 will likely not be attainable with DeNOx aftertreatment systems alone. Here, without
reliance upon extremely low-NOx combustion processes
that still have to be developed, the combination of EGR
and a De-NOx aftertreatment device will become
necessary for the diesel engine.
For most applications, low-particle combustion utilizing
cooled EGR in combination with flexible injection and
advanced boost systems will be the right choice. In light
of stringent future emissions requirements, this system
could be further expanded to include exhaust
aftertreatment.

Figure 2: HD Diesel Emission Levels in Europe (ESC) and the US

(Transient + ESC)

EMISSIONS REDUCTION
Todays current emission legislation required a
significant reduction in NOx emissions, whilst maintaining
low particle levels. This could be achieved by decreasing
the heat release at the start of combustion followed by a
rapid burning process in conjunction with increased
injection pressure and higher boost pressures to
maintain low particulate emissions.
The recycling of cooled exhaust gases provides an
alternative to purely engine-internal approaches, with
their disadvantage of increased fuel consumption, in
order to fall below the next emission level designated for
2002/2004 in the US. Emissions standards effective in
this time frame include the introduction of new
requirements such as the European Steady State Cycle
(ESC) and the Not-To-Exceed limits (NTE) proposed by
the US EPA, which also lead to increased fuel
consumption. Since these requirements must be fulfilled
(Consent Decree), a purely engine-internal solution does
not appear to be very competitive.
Particularly for fuel consumption and total system cost
reasons the combination of a low particle emission
combustion process with a De-NOx system (SCR) is
favored in Europe for long-distance haulage vehicles to
fulfill the emission levels EURO IV and EURO V in the
year 2005. For distribution vehicles, municipal service
buses, and public utility vehicles which will be or are
already equipped with particle filter systems, the engineinternal NOx decrease through cooled exhaust gas
recirculation together with closed loop controlled variable
boost pressure provides an alternative to exhaust gas
aftertreatment for NOx reduction.

Based on a low-particle EGR compatible combustion

process, at steady-state operating points EGR rates in
the ESC average from 17 to 21%, with approximately
30% at idle. At full load EGR rates of from 5% to a
maximum of 7% have proven necessary in order to
achieve the required NOx values, without excessive soot
emission for US 2004 and EURO IV. During transient
engine operation it may become necessary to reduce
these EGR rates in order to ensure good turbocharger
response and prevent excessively high smoke peaks
during acceleration.

EGR SYSTEMS
Various EGR systems can be identified, and subdivided
into internal or external EGR systems. Internal EGR is
not considered suitable for EURO IV and US 2004
emission standards. This is because of the inability to
control the EGR rate and to shut it off completely.
With external EGR, exhaust gas is directed from the
exhaust system through a pipe to the inlet system,
where it is mixed with fresh air and fed to the cylinders.
Preferably the recirculated exhaust gas is cooled to
achieve good cylinder filling.
The pressure drop between exhaust manifold and inlet
manifold essentially determines the EGR quantity and is,
among other parameters, determined by the tuning of
the turbocharger. With VGT turbochargers this
parameter can be controlled across a wide range by
means of guide vane positioning.
Particularly with smaller (passenger car) engines, over a
major part of the engine operating area the boost
pressure is lower than the pressure before turbine. The
exhaust gas simply flows to the inlet manifold. The EGR
quantity can be controlled using a valve in the EGR path.

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Figure 4: Reed Valve for the Utilization of the Exhaust Pressure Peaks

Figure 3: Static Pressure Difference between Inlet Manifold and

Exhaust Manifold (before Turbine), of a1.9 L Passenger Car Engine
(top), and a 12 L Commercial Vehicle Engine, EURO III (bottom)

Figure 3 shows that the recirculation of exhaust gases

with passenger car diesel engines is possible across
almost the entire map. However, with the commercial
vehicle engine a suitable pressure drop occurs only in a
few map areas, which are situated mainly outside of the
emission-relevant areas.
Particularly in the exhaust system, the static pressure is
superimposed by pressure pulsations (outlet pulses of
the individual cylinders). Thus briefly a reversal of the
pressure differential can occur, even though the average
pressure is higher in the inlet manifold than in the
exhaust manifold. These pressure pulses can be utilized
for EGR with the installation of reed valves in the EGR
system. Beyond that the quantity of the recirculated
exhaust gas can be increased using the reed valves
without increasing the average exhaust manifold
pressure, or even enabling EGR although the static
intake and exhaust pressures would not allow an EGR
flow, Figure 4.

Figure 5 shows the arrangement of a cooled double-flow

exhaust recirculation system with reed valves on a 6cylinder test engine which, for reasons of the limitation of
the operating temperature, are mounted downstream the
EGR cooler.

Figure 5: Engine with Variable Geometry Turbine and EGR System

With sufficient pressure drop available the operating

point-dependent adjustment of the EGR quantity can be
performed via reduction of the EGR flow with control
valves in the EGR system. If the pressure drop is not
sufficient to generate the desired EGR rate it must be
further increased. This can be achieved by reducing the
pressure in the inlet manifold by throttling upstream of
the compressor, or increasing the exhaust manifold
pressure utilizing turbochargers with adjustable guide
vanes (Figure 6).

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COUPLED EGR RATE AND BOOST PRESSURE

CONTROL LOOPS
During (quasi) steady-state operating conditions, i.e.
without large engine speed and load changes, the VGT
and EGR control loops can usually control the desired
setpoint values in parallel. The control loops have
differing response times, and therefore operate
independently of each other at correspondingly long
control durations. During transient operation, e.g. during
accelerations, the independent control of both loops no
longer works. At least one control loop is too slow in
controlling the actual value to the fast changing setpoint
value. The coupling again intensifies this effect: both
control loops are cross sensitive. Oscillations and
instabilities are difficult to eliminate.
Figure 6: VGT - Variable Geometry Turbine

Obviously all these measures shift the operating point of

the turbocharger and impact the delivered boost
pressure.

EGR RATE AND BOOST PRESSURE CONTROL

The possibility of modifying the EGR rate through an
adjustment of the nozzle guide vanes means however
that a cross-influence between the EGR control loop and
the boost pressure control loop exists. In Figure 7 a
simple linear model of the coupled control loops system
is shown. Assuming that every influence is just forward
directed and linear, for each of the four possible
influence routes (EGR valve position air mass flow,
EGR valve position boost pressure, VGT vane position
air mass flow and VGT vane position boost pressure)
a transfer function Gij can be found. The outer transfer
functions G11 and G22 are the main control paths. The
inner transfer functions G21 and G12 are the cross control
paths of which the influence is not desired.

In order to solve these problems, one of the two control

loops is operated as an open loop control. Because the
actuator is set to a certain position, which under normal
circumstances corresponds to the desired value,
deviations from the desired value may occur, e.g. by
aging of the components, environmental influences such
as temperature or ambient pressure variations or
component variance. The second parameter is closed
loop controlled, which must compensate for the crossinfluences from the control of the first parameter.
Both solutions however have the disadvantage of
insufficient control quality and are certainly worse than
the ideal case, in which both control loops are
decoupled. Without accepting a loss of dynamic engine
response (VGT control) the full potential of both
hardware systems, EGR and VGT, cannot be used for
the reduction of the pollutant emissions (EGR control). In
order to simultaneously fulfill the emission requirements
and the customer's demands an uncoupling of the
control loops is essential.

CONTROLLER DEVELOPMENT
Together IRT and FEV participate in a project to develop
a controller for the described system. As described later
in this paper, a controller can be designed that takes the
entire systems information into account instead of trying
to reduce both couplings of the system by force.
To date, controller development and testing usually take
place at the engine on a test bench. Therefore, this part
is normally rather expensive and time-consuming. Being
driven outside its normal range of operation can even
easily damage the engine itself.

Figure 7: Natural Coupling of the EGR and Boost Pressure Control

Loops

Through engine simulation these disadvantages can be

avoided. If a simulation model of the desired engine
exists, new control algorithms can be tested quickly,
existing controllers can be rapidly calibrated without an
expensive test bench and the engine can be virtually
tested under extreme situations without risk of damage.
At first glance the control development duration may
seem to increase due to additional model build-up time,

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but because of faster controller design time and

increased testing possibilities the development time and
the costs decrease. Altogether this leads to a
substantially faster and cheaper controller development.
With the usage of such a model the development
procedure takes place as illustrated in Figure 8.

For the engine modeling in this project both methods are

used side by side to describe all relevant relations. This
has been done as far as possible based on physics
(theoretical modeling). Where a physical description of
the behavior gets too complex, like with inner engine
processes, a mathematical model of the desired
relationship is determined from measurements. The
extensive use of system knowledge guarantees
modifications only need to be done locally. Besides that,
the model is self-explanatory because the structure

shown in the SIMULINK graphical interface can easily

and intuitively be understood. With exclusively data
based approaches like neuronal nets the system
knowledge doesnt matter any more, because every
relation is just mathematically acquired out of measured
data.

Finally, additional advantages can be gained if a

hardware-in-the-loop procedure is used. This means
that real hardware can be integrated to run side by side
with parts of the model. E.g. not only the control
algorithm but also the ECU itself can be tested with the
simulation model. For instance, new parts of the engine
such as an actuator for the EGR valve, can be applied to
run first on its simulation model even before it is tested
on the real engine.

The simulation model that has been built by IRT and

FEV uses an integral view of the engine. This means
only the states before and after the inlet and outlet of the
complete engine including all cylinders are used. The
inner-engine processes are taken as a so-called black
box. This is based on two reasons: as described, this

MATLAB/SIMULINK model is to be used as a development

tool for control algorithms and should run in real time for
convenient work. With the desired option to use
hardware-in-the-loop development real time capability is
mandatory. Fortunately, this does not affect the needed
accuracy as a simple calculation shows: the controller
operates with an inner sampling time of 20 ms, which
means that at an engine speed of 1500 rpm the engine
crankshaft makes half a turn between two samples.
Obviously the inner engine processes are too fast to be
observed by the controller.

MODELING CONCEPTS

MODEL BUILD-UP

Two kinds of modeling can be identified: the theoretical

and the experimental method. The theoretical modeling
method uses only physical relations that require full
system knowledge with no measurement data. Typical
examples for this are balance relations, e.g. the Energy
Balance or Newtons Law. The experimental method
does not require full system knowledge but does require
measurement data from the real system that is to be
modeled. For the experimental method, only general
system knowledge about those relevant parameters is
needed, which are used to build up an empirical
mathematical description. This kind of modeling is used
particularly for processes whose complexity must be
reduced for the model. Typical examples are
descriptions of mass flow and temperature that need to
be fast, and where for instance gas dynamics are not
relevant.

In the first step of the build-up process, the models

general dependencies have to be found. The resulting
structure of all relations can be easily shown in a
functional diagram (Figure 9). In this diagram only
general relations of the desired values and their inputs
and outputs are described. The exact mathematical
descriptions take place on a lower level inside the subsystems. A strong emphasis was put on the modular and
top-down structure to ensure a systematic approach that
can be reused and modified easily,. This means that the
different parts of the entire engine like the turbocharger
parts Turbine and Compressor or the Air System
with all its pipes and coolers are described and built up
separately. For the interfacing of the individual modules
only those values are selected which cross the system
borders of the real units. For example, the turbocharger
modules Turbine and Compressor are only connected
by the rotational speed of the turbocharger and the
torque at its shaft.

Figure 8: Approach for a New Controller Development

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For the theoretically described parts of the model, only

the relevant values of the engine characteristics are
needed, mainly geometrical details or moments of
inertia. For the more complex relations that are modeled
experimentally, characteristic engine operational data
have to be measured. These measurement results are
used to create a mathematical model of all desired
values of the respective engine in the following three
steps:

Figure 9: Functional Diagram of an Engine Simulation Model

These main modules are sub-divided into sub-modules

that contain only a few expressions. For example, the
Engine module contains only the sub-modules High
Pressure Cycle, Gas Exchange, Friction and
Newtons Law. This guarantees that only the affected
(sub-) modules have to be modified if changes to the
engine are made. In Figure 10, the structure of this
module is shown.

Research of the influencing values

Research of mathematical expressions which could
fit the measured data
Automatic optimization of the free parameters in the
mathematical expression to fit the data best

Each parameter is modeled for the steady-state behavior

of the engine. Each module can be developed and
tested on its own, but values influenced by dynamics like
the engine speed can only be proven when the engine is
completely modeled. At each step simulations are
performed and their results are compared with the
steady-state measurements. The model will be further
optimized if required.
For instance the mass flow before engine is described
by the following equation:

The relation can be described as an equation for the

mass in the cylinder per stroke out of which the mass
flow before engine is calculated. This mass per stroke
depends on the density (term 1 with x1), engine speed
(term 2 with x2), and pressure drop over the engine (term
3 with x3). An offset (x4) is also taken into account.
Figure 11 shows the results of this static modeling for
the mass flow before engine (MFBE). The measured and
the static modeled values are plotted in one figure. The
total map is covered well; the maximum deviation is
about 5 percent, which is sufficient for the desired
purpose.

Figure 10: Functional Diagram of the Engine Module of the Simulation

Model

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Figure 12: Test Area within the Scatter-Plot of the ETC Test

Figure 11: Simulation Results of Air Flow Demand

The next step is to extend the model to represent the

transient behavior correctly. For instance, volumes and
response times have to be considered. This extension of
the model should be adjusted and optimized by means
of transient test bench data. An overview of the modeling
steps (from a former project of IRT) can be found in [1].
DATA ACQUISITION
All relevant parameters should be measured in support
of the modeling: temperatures, pressures, mass flows,
engine speed, torque, cylinder pressure traces, etc.
For the development of a boost pressure and EGR rate
controller for a EURO IV application, load points for
engine mapping were selected using the following
criteria:

Representative for the typical load/engine speed

operation area of a truck or bus engine
Representative for typical load and engine speed
transients of a truck or bus engine
Covers a large boost pressure setpoint range
Covers a large EGR setpoint range
Representative for emission contribution in the ESC
and ETC test
Limited number of measuring points
Stable engine behavior at the selected load points

Within the matrix of the selected engine operating points

both steady-state and transient measurements are
performed. The transient measurements to be performed
are load steps, EGR rate and boost pressure variations.
To describe their transient behavior appropriately,
turbocharger
characteristic
diagrams,
response
characteristic of the VGT and EGR actuators, and
response of the EGR valve are measured separately.
For further improvement of the simulation model, it may
be validated or additional transient data can be gained
by another model of much higher complexity, a so-called
process calculation model. With such a model values
can be gained, which cannot be measured fast enough,
such as temperatures during load steps. For control
design, such a process calculation model is unsuitable
because the calculation of only few seconds of simulated
time requires several hours.
CONTROLLER IMPLEMENTATION AND
VERIFICATION
Upon completion of the model build up, the main control
algorithm design takes place. As stated above, all
desired structures could be tested easily under
reproducible conditions with this model. Once the newly
developed control algorithm works properly, it is
transferred to the ECU and the algorithm will further be
optimized at the real engine (online). Two approaches
are available:

For example, Figure 12 shows a typical engine speed

and load area, selected with the above-mentioned
criteria, of the test points in the ETC test.

By means of a software bypass. The new control

runs on a special development hardware platform,
and data is exchanged between the ECU of the
engine and the development device. The advantage
of this method is the ability to edit and change the
control algorithm. The disadvantage is that after the
development of the controller the program code
must be integrated into the ECU software. The
controller again must be tested and verified
The control algorithm can directly be transferred into
programming language and implemented into the
ECU. This method is not as flexible, however it
immediately tests the control algorithm in the target
hardware (ECU).

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FIRST SIMULATION RESULTS

The first results of the steady-state engine operation
simulation with EGR and VGT show a good correlation
between measured and simulated values. As an
example, the air mass flow demand of the engine is
again illustrated in Figure 13; the output of the whole
simulation, not only of the specific expression, is shown.
Even though inside the simulation the output (MFBE) is
calculated by the same equation as mentioned above,
there is a big difference between Figure 11 and Figure
13. At the basic modeling level (Figure 11), all values
except the output itself consist of measured data. Inside
the simulation (Figure 13) all these values are first
calculated by the simulation model itself; the deviations
that are shown here are generated by the entire
simulation model, and are therefore the final deviation
produced by the model. Model inaccuracy is a maximum
of 5% over the entire map, which is sufficient for the
mentioned steps of control design.

Figure 14: Dynamic Results of Simulation: Boost Pressure

CONTROLLER STRATEGY OPTIMIZATION

Figure 13: Static Map: Results of Simulated Mass Flow before Engine

During the static simulation only the final value of a

simulation run is of interest, whereas the dynamic tests
have to be rated over the entire time range of the
simulation. Due to this no entire map is shown but some
results of a specific operation point during dynamic
changes are shown as an example in Figure 14. The
engine operates at NENGINE = 1380 rpm and pME = 17 bar,
while the VGT vane position is changed from 10% to
60% of fully closed vanes. This causes a rising exhaust
backpressure and turbo charger speed and increasing
boost pressure.
The figure shows that the real engine and the simulation
model match quite well. Not only do the final values fit,
but also during the transient the simulation is well within
the needed accuracy.

Independent of the controller concept there are problem

areas that make the required accurate control of the
EGR quantity difficult. In particular at full load, the
recirculated exhaust gas mass flow of approximately 5 %
is very small in relation to the entire air mass flow of the
engine. The calculation of the recirculated exhaust gas
mass flow takes place indirectly via the determination of
the fresh air mass flow to the engine by means of a hot
film air mass sensor. This sensor, which is still in a preproduction stage for large HD diesel application, has
several functional limitations. The lifespan of the sensor
is less than that required for a typical HD diesel
application, and it is further susceptible to fouling. The
sensor has an accuracy of 3%, which can directly
attribute to variations resulting in potential full load EGR
values from 2% to 8%. Measuring tolerances of this
magnitude are unacceptably high for combustion tuning
at full load where small lambda changes can significantly
effect smoke emission.
To overcome this problem, alternative measurement
values are being investigated to eliminate the need of
measuring a secondary signal. A direct measurement of
the parameter that has to be controlled would be a
charming solution. In principle the approach of
measuring NOx concentration in the exhaust gas to
determine the NOx mass flow in the exhaust gas may be
used for future applications. The EGR controller then
uses the NOx exhaust mass flow as its control setpoint.
However, this does not solve the uncoupling problem,
but will be much more compliant with OBD demands.
This approach will be pursued as NOx sensors become
commercially available in the future.

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PLANNED CONTROL APPROACH

Looking at the control of such a coupled system as
described above, approaches of different complexity are
possible.

Combustion Engines (FVV). The authors do not know of

a control algorithm of this type being applied to any
production engines.
Further description of the control of this passenger car
engine can be found in [2], [3], [4] and [5].

As stated before, current state of the art does not utilize

simultaneous closed loop control of both values, but an
open loop control for one value and closed loop control
for the other. The selection of the closed loop parameter
may vary depending on the operating point. Up to now
the results of this method have been sufficient, but due
to new emission standards, e.g. EURO IV, this method is
no longer suitable.
A common approach for similar systems is a two-step
procedure: first the two coupled values are decoupled by
a separate controller whose only aim is to compensate
the cross influence of EGR rate and boost pressure (see
R12 and R21 in Figure 15). Next, for each of the two
single-in-single-out (SISO) systems, EGR valve position
EGR rate and VGT position boost pressure, a
separate controller is designed with common practices
(see R11 and R22 in Figure 15).

Figure 16: MIMO Control

The described controller concept can be adapted in the

future to use NOx closed loop control with an NOx sensor
instead of EGR control with an air mass flow sensor. It
could additionally be extended with other options such
as a turbocharger speed limitation for maximum boost
pressure control using a turbo speed sensor.

CONCLUSION

Figure 15: Decoupled Control

In this project a new and totally different approach has

been selected. Instead of trying to separate the different
parameters from each other all influences are used for
closed loop control. By the use of a model based predictive controller (MPC), the knowledge about the
coupling and the resulting system behavior is
implemented in the control algorithm. Both set points are
used to influence both controlled variables and very
good control results including the desired decoupled
behavior can be achieved without losing any system
knowledge and influence possibilities. Because this
approach is particularly designed for such multiple-inmultiple-out (MIMO) systems (Figure 16), it is very easy
to integrate additional influence variables like the fuel
mass flow or constraints like a maximum allowable NOx
emission. Such a controller has already been applied by
IRT and the Institute for Internal Combustion Engines
(VKA) at the RWTH Aachen on a passenger car engine
and has shown very good results. This took place within
a national funded project of the Research Consortium for

Use of both boost pressure and EGR rate control to

meet the future emissions legislations and market
demands calls for an improved control strategy. Both
control loops need to be decoupled to improve control
quality and decrease calibration effort.
The newly presented simulation based procedure for
control design leads to a substantially faster and
cheaper development of the controller. Even though the
model build-up requires some time, the control design
afterward is much faster and more flexible. The model
allows for changes in the engine configuration and
control targets to be easily integrated.
An entire system view approach is utilized for the
control algorithm. Instead of a separate uncoupling of
the control values, all influence values are specifically
used for multi-input-multi-output control with integrated
uncoupling behavior.

ACKNOWLEDGMENTS
The development of a model based decoupling control
for boost pressure and EGR rate is part of the ATECS
(Advanced Truck Engine Control System) project, which
th
is a funded research project under the 5 Framework of
the European Community.

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The authors would like to thank the partners in the

ATECS project and the European Union for their
contribution to the project and the realization of this
paper.

REFERENCES
[1] Hild, O.; Schloer, A.; Fieweger, K.; Pischinger,
S.; Rake, H.: The Controlled System of a Directinjection Diesel Engine for Passenger Cars with
Regard to the Control of Boost Pressure and
Exhaust Gas Recirculation, MTZ 3/1999, pages
186-192
[2] Rckert, J.; Schloer, A.; Rake, H.; Kinoo, B.;
Krger, M.; Pischinger, S.: Model Based Boost
Pressure and Exhaust Gas Recirculation Rate
Control for a Diesel Engine with Variable
Turbine Geometry, IFAC Workshop 2001
[3] Schloer, A., Modellbildung und Simulation zur
Ladedruck- und Abgasrckfhrregelung an
einem Dieselmotor, Dissertation RWTH Aachen,
2000
[4] Rckert, J.; Schloer, A.; Rake, H.; Kinoo, B.;
Krger, M.; Pischinger, S.: Modellgesttzte
Mehrgrenregelung eines Pkw-Dieselmotors
mit
VTG-Lader
und
Abgasrckfhrung,
Abschlussbericht ber das Vorhaben Nr. 12042,
2001
[5] Rckert, J.; Kinoo, B.; Krger, M.; Schloer, A.;
Rake, H.; Pischinger, S.: Simultaneous Control
of Boost Pressure and Exhaust Gas
Recirculation in a Passenger Car Diesel Engine,
MTZ worldwide Vol. 62, Nov. 2001

CONTACT
Andreas Pfeifer
Department Manager, Diesel Combustion Systems
FEV Motorentechnik GmbH
Neuenhofstrasse 181
52078 Aachen, Germany
Tel. No. +49-241-5689-560
e-mail: pfeifer@fev.de
Felix Richert
Scientific Co-worker
Institute of Automatic Control (IRT) of RWTH Aachen
Steinbachstrasse 54
52056 Aachen, Germany
Tel.No. +49-241-80-27809
e-mail: f.richert@irt.rwth-aachen.de

DEFINITIONS, ACRONYMS, ABBREVIATIONS

BMEP : Break Mean Effective Pressure
DCEGR : Duty Cycle of the EGR Valve setpoint signal
DCVGT : Duty Cycle of the VGT Actuator setpoint signal
ECU
: Electronic (Engine) Control Unit
EGR : Exhaust Gas Recirculation
EPA
: Environmental Protection Agency
ESC
: European Steady-State Cycle
ETC
: European Transient Cycle
HC
: Hydrocarbons
HD
: Heavy Duty
I
: 1 for 2-stroke engine, 0.5 for 4-stroke engine
MEFFECT : Effective Torque at the Flywheel
MFAE : Mass Flow After Engine
MFAEV : Mass Flow After EGR Valve
MFAIC : Mass Flow After Intercooler
MFAir : Actual Air Mass Flow (controller process)
MFAir,meas: Fresh Air Mass Flow measured by the ECU
MFAir_set: Air Mass Flow Setpoint (controller process)
MFBC : Mass Flow Before Compressor
MFBE : Air Mass Flow Before Engine
MFBIC : Mass Flow Before Intercooler
MFRIC : Frictional Torque
MFFUEL : Fuel Mass Flow
: Indicated Torque of the Gas Exchange Process
MIGE
MIHP
: Indicated Torque of the High Pressure Process
MIMO : Multiple-In-Multiple-Out
MPC : Model Based Predictive Controller
NENGINE : Engine Speed
NOx
: Nitrogen Oxides
NTE
: Not-To-Exceed Area
pAC
: Pressure After Compressor
pAIC
: Pressure After Intercooler
pAT
: Pressure After Turbine
pBC
: Pressure Before Compressor
: Pressure Before Engine
pBE
pBE,meas : Boost Pressure measured by the ECU
pBEV
: Pressure before EGR Valve
pBoost : Boost Pressure (= pBE)
pBoost_set: Boost Pressure Setpoint (controller process)
PM
: Particulate Matter
pME
: Mean Effective Pressure
RBE
: Gas Constant Before Engine
sEGR
: EGR actuator position
SISO : Single-In-Single-Out
sVGT
: VGT actuator position
TAC
: Temperature After Compressor
: Temperature After Engine
TAE
TAEV
: Temperature After EGR Valve
TAT
: Temperature After Turbine
TAM
: Temperature After EGR Mixer
TBC
: Temperature Before Compressor
: Temperature Before Engine
TBE
TBOI
: Begin Of Injection
VGT
: Variable Geometry Turbine
z
: Number of cylinders