Applied Thermal Engineering 99 (2016) 1183–1189

Contents lists available at ScienceDirect

Applied Thermal Engineering

j o u r n a l h o m e p a g e : w w w. e l s e v i e r. c o m / l o c a t e / a p t h e r m e n g

Research Paper

In-cylinder pressure based real-time combustion control for

reduction of combustion dispersions in light-duty diesel engines
Jaesung Chung a, Kyunghan Min a, Seungsuk Oh b, Myoungho Sunwoo a,*
a Department of Automotive Engineering, Hanyang University, 222 Wangsimni-ro, Seongdong-gu, Seoul 133-791, Republic of Korea
b
Advanced Engine System Development Team, Corporate Research and Development Division, Doosan Infracore, 489 Hwasu-dong, Injung-ro, Dong-gu,
Incheon 401-702, Republic of Korea

H I G H L I G H T S

• A consolidated real-time combustion control algorithm is proposed.

• The control algorithm reduces the dispersions of combustion caused by various reasons.
• This control algorithm is validated with various engine experiments.
• As a result, 10% of NOx dispersions and 65% of PM dispersions were reduced.

A R T I C L E I N F O A B S T R A C T

Article history: This paper proposes an in-cylinder pressure based real-time combustion control algorithm to reduce com-
Received 10 September 2015 bustion dispersions from diesel engines. The proposed algorithm manipulates main injection quantity
Accepted 6 January 2016 and timing as well as pilot injection quantity to control the Indicated Mean Effective Pressure (IMEP),
Available online 13 February 2016
crank angle location where 50% of Mass Fraction Burned (MFB50) and maximum value of Rate of Heat
Release (ROHRmax). This control algorithm reduces the combustion dispersions by controlling the heat
Keywords:
release curve for each operating condition.
In-cylinder pressure
The proposed real-time combustion control structure mitigates combustion dispersions caused by
Combustion control
Combustion parameters operating condition changes, un-calibrated fuel injectors, and environmental condition variations, and
Diesel engine it is validated with various experiments. In these experiments, various engine control variables were changed
to validate the reduction in combustion dispersion when operating conditions change unintendedly. Changes
in coolant temperature verified the compensation effect of the proposed algorithm under different ex-
ternal environments. It is validated with these experiments that there are 30% reduction in torque
imbalances, a 10% emission dispersions reduction for NOx emissions, and a 65% reduction for PM emissions.
© 2016 Elsevier Ltd. All rights reserved.

1. Introduction diesel engines, where combustion is affected by internal and ex-

In-cylinder pressure measurements provide valuable informa-
tion for the complex and essential functions of diesel engine control
[1]: NOx prediction [2–5], PM prediction [6–8], air mass flow esti-
mation [9–11], knock detection [12], misfire detection [13], and peak
pressure detection. These functions provide feedback parameters
to the Engine Management System (EMS) for effective engine per-
formance control as well as protect the engine from mechanical
failure.
In addition to these applications, real-time combustion control
is one of the most heavily researched applications for in-cylinder
pressure applications [14–19]. This is an essential technology for
* Corresponding author. Tel.: +82 2 2220 0453; fax: +82 2 2297 5495.
E-mail address: msunwoo@hanyang.ac.kr (M. Sunwoo).
ternal condition variations such as ambient conditions, coolant
temperature, fuel quality, engine component aging, and operating
conditions. These variations cause unexpected combustion to occur
that leads to engine degradation and reduced emission perfor-
mance. Significant engine calibration is required to overcome these
combustion dispersions. Consequently, it is important to monitor
combustion dispersions and apply control algorithms to reduce com-
bustion dispersions and calibration efforts. This control algorithm
can be easily implemented as a feedback control for combustion
parameters calculated from in-cylinder pressure measurements. Fur-
thermore, in-cylinder pressure based combustion control also
reduces cylinder-by-cylinder variations that improve the NVH per-
formance of diesel engines.
A common approach to in-cylinder pressure based combustion
control is a combustion phase control often implemented by con-
trolling the crank angle location of 50% of the Mass Fraction Burned

http://dx.doi.org/10.1016/j.applthermaleng.2016.01.012
1359-4311/© 2016 Elsevier Ltd. All rights reserved.
1184 J. Chung et al./Applied Thermal Engineering 99 (2016) 1183–1189

(MFB50). The MFB50 represents the center of combustion, which

has a close correlation with engine emissions and fuel economy
[15,20,21]. The second approach is torque control, which achieves
control based on the Indicated Mean Effective Pressure (IMEP). The
IMEP is the engine’s capacity to do work, which can represent the
generated engine torque. This control algorithm is required for
precise engine torque control and is effective to reduce cylinder-
by-cylinder torque variation, as well as the aging effect of injectors.
Lastly, the proportion of pre-mixed and diluted combustion can be
controlled using the maximum value of Rate Of Heat Release
(ROHRmax) [3,22]. This control algorithm can reduce the maximum
gradient of heat release variations caused by combustion dispersion.
Previous research into real-time combustion control focused on Fig. 1. Picture of the in-house-developed EMS.
reducing the calculation load of combustion parameters because it
is difficult to calculate combustion parameters in real-time with a
conventional EMS [15,16,23]. Oh et al. [16] introduced a Differ- engine were collected and analyzed by the Horiba MEXA 1600D and
ence Pressure Integral (DPI) to represent the IMEP that required 50% AVL Opacimeter 439. The MEXA 1600D measured NOx emissions
less computational power than the original calculation method. Lim and the Opacimeter 439 was used to measure PM emissions. Tran-
et al. [23] also used the different pressure to derive a Central Nor- sient NOx emission analysis was performed using a Continental
malized Difference Pressure (CNDP) to represent the MFB50 that UniNOx sensor.
required 70% less computational power than the original method.
Chung et al. [15] proposed a prediction algorithm that used the dif-
2.2. In-cylinder pressure analysis system
ference pressure to predict MFB50 and IMEP with 50% less
computational power.
In-cylinder pressures for the four-cylinders were measured with
Other research focused on controlling each combustion param-
four Continental in-cylinder pressure sensors that ranged from 0
eter and/or jointly controlling the combustion phase and generated
to 20 MPa. In-cylinder pressure signals were filtered, pegged and
engine torque [18]. Willems et al. [18] validated the auto-
analyzed through an in-house-developed in-Cylinder Pressure Anal-
compensation effects of combustion control by controlling both the
ysis System (CyPAS) that used a freescale MPC5674f microprocessor
MFB50 and the IMEP. Their research validated the ability of com-
with appropriate peripheral circuits. This system can acquire in-
bustion control to reduce combustion dispersions caused by un-
cylinder pressure for four cylinders at a sampling rate of 0.5 deg
calibrated injectors and variations in fuel quality.
CA as well as calculate (in real-time) various combustion param-
This paper proposes a consolidated structure for real-time com-
eters such as MFB50, IMEP, and ROHRmax for the four cylinders.
bustion control to reduce combustion dispersions. Combustion is
controlled with MFB50, IMEP, and ROHRmax to prevent combus-
tion phase, total heat release, and maximum gradient of heat release 2.3. Engine management unit
variations that reduce combustion dispersions. The effect of the pro-
posed real-time combustion control is analyzed through experiments. The engine was controlled with an in-house-developed Engine
The discussion of this paper is as follows. Section 2 describes the Management System (EMS) that used MPC5554 of freescale. For this
engine and vehicle experiment set-up. Section 3 presents the pro- in-house-developed EMS, appropriate electric circuits such as motor
posed combustion control algorithm and Section 4 details the drivers, injector drivers, and many other circuits were designed and
experiments. Finally, Section 5 presents the results and conclu- integrated to a single board. This EMS also includes a high-speed
sions of this paper. calibration interface for fast measurement and calibration of various
parameters. Furthermore, the software architecture for this EMS was
AUTOSAR-Ready to develop the application software in compli-
2. Experimental environment
ance with AUTOSAR [24,25]. Application software was based on a
Model-Based Design (MBD) technique using MATLAB/Simulink soft-
2.1. Engine experimental apparatus
ware. Fig. 1 shows the picture for this in-house-developed EMS and
its high-speed calibration interface.
Experiments were performed on a 2.2-liter, four-cylinder,
common-rail, direct-injection diesel engine. Table 1 describes the
representative engine characteristics. The engine was equipped with 3. Real-time combustion control using in-cylinder pressure
high-pressure EGR, a VGT, and installed on an Eddy Current (EC) measurements
dynamometer to control engine speed and load. The intake air, engine
coolant, and intercooler temperature were controlled to guaran- 3.1. Control variables of combustion control
tee the repeatability of engine experiments. The emissions from the
Heat release analysis from the in-cylinder pressure measure-
ments provides combustion process information, including the
Table 1
percentage of mass fraction burned and rate of heat release. In-
Engine specifications. cylinder pressure also provides various information on peak pressure
and the rise rate of in-cylinder pressure and others. It is impor-
Description Specification
tant to choose which variables to control among the numerous
Fuel type Diesel
combustion parameters provided by in-cylinder pressure measure-
Engine type L-type, DOHC
Number of cylinders 4
ments in order to reduce combustion dispersions.
Bore 85.4 mm Heat release is calculated using in-cylinder pressure measure-
Stroke 96 mm ments with in-cylinder volume and heat capacity ratio [26]. The first
Displacement volume 2196 cm3 law of thermodynamics is used to derive the rate of heat release
Compression ratio 16:1
as represented in Equation (1),
 J. Chung et al./Applied Thermal Engineering 99 (2016) 1183–1189 1185

dQ γ dV 1 dP sensor is expensive to equip and has difficulty with direct mea-

= P + V (1) surements of generated engine torque. IMEP is defined as work per
dθ γ − 1 dθ γ − 1 dθ
cycle divided by displacement volume and is calculated with in-
where γ is the heat capacity ratio, P is the in-cylinder pressure, cylinder pressure using Equation (5). In addition to engine torque
V is the instantaneous volume and θ is the crank angle. control, IMEP control can also reduce the dispersion of value of
Heat release is calculated as the integration of the rate of heat maximum heat released. Controlling the IMEP can reduce the dis-
release curve represented in Equation (2). This heat release curve persion of combustion since IMEP is correlated with the maximum
enables combustion to occur with less dispersion, despite varia- heat release value [15].
tions in other conditions.
1 dV
Vd ∫ dθ
IMEP = P dθ (5)
dQ ⎛ γ dV 1 dP ⎞
Q =∫ dθ = ∫ ⎜ P + V dθ (2)
dθ ⎝ γ − 1 d θ γ − 1 d θ ⎟⎠

3.2. Control structure of combustion control

3.1.1. Parameter for combustion phase
The combustion phase is an important indicator for combus-
CyPAS is used to acquire in-cylinder pressure data and calcu-
tion of diesel engines [27]. And the combustion phase is commonly
late combustion parameters such as MFB50, IMEP, and ROHRmax. The
represented with a crank angle location of 50% of Mass Fraction
combustion parameters are then sent to the ECU using CAN com-
Burned (MFB50) [28]. The MFB50 is calculated as Equation (3), which
munication to adjust main injection timing to feedback control the
uses the heat release equation and is widely used because of its cor-
desired MFB50 with the calculated MFB50. Similarly, the main in-
relation to emissions and fuel economy. Furthermore, the MFB50
jection quantity is adjusted to control calculated IMEP to desired
is typically located near the maximum gradient of the heat release
IMEP, and the pilot injection quantity controls the calculated ROHRmax
curve that enables a high resolution that is suitable to represent the
to the desired ROHRmax.
combustion phase.
Fig. 2 describes the structure of the real-time control. A look-

{ }
θ50 Q EOC Q
MFB 50 (θ50 ) = θ50 ∫ d θ = 0.5∫ dθ
SOC dθ SOC dθ
3.1.2. Parameter for maximum heat release gradient
The maximum value of rate of heat release curve (equivalent to
the maximum heat release gradient) is another important param-
eter to reduce combustion dispersions in diesel engines. This
parameter is calculated in Equation (4) in order to control the ratio
of pre-mixed and diffusion combustion in diesel combustion [3]. The
control of the maximum heat release gradient enables a disper-
sion reduction for the ratio of pre-mixed and diffusion combustion.
⎛ dQ ⎞
ROHR max = max ⎜
⎝ d θ ⎠⎟
3.1.3. Parameter for total heat release
An Indicated Mean Effective Pressure (IMEP) is normally used
as a control variable for engine torque control because a torque
up-table-based feedforward control algorithm was used for each
(3) real-time combustion controller for fast transient responses; in
addition, PI control mechanisms were used for feedback control
to reduce steady state error. The PI control algorithm is a two-
term controller that regulates the error between the reference
and measured values using proportional and integral actions.
Equation (6) describes the controller output calculated via the PI
control algorithm,
t
u (t ) = K p e (t ) + K i ∫ e (τ )d τ (6)
0
where u(t) is the controller output, e(t) is the error calculated as
the difference between the reference and measured value, Kp is pro-
(4)
portional gain, and Ki is integral gain. Proportional gain enhances
the response of the controller, and integral gain helps to reduce the
steady state error. Fig. 3 shows the control results of the combus-
tion parameters. This figure shows the MFB50, ROHRmax, and IMEP
control results at an engine speed of 1500 rpm; where the BMEP
changed from 400 kPa to 700 kPa and again to 400 kPa.

Fig. 2. Control structure of combustion parameters.

1186 J. Chung et al./Applied Thermal Engineering 99 (2016) 1183–1189

Table 2
MFB50 [deg CA ATDC]

Operating conditions for engine experiments.

14
Target Conditions Specifications
Calculated Engine speed [rpm] 1500
12
BMEP [kPa] 400
Rail pressure [bar] 500, 600, 700, 800, 900
Boost pressure [kPa] 105, 108, 111, 114, 117
10
0 10 20 30 40 50 60 70 80 90 Air mass flow [mg/str] 385, 435, 485, 535, 585
Swirl valve [%, open] 0, 25, 50, 75, 100
Main injection timing [deg CA BTDC] 8.27, 6.27, 4.27, 2.27, 0.27
50
ROHRmax [J/deg]

40 sured. Since there are four cylinders in the target engine, all the
algorithms about the combustion control must be finished within
180 °CA, that is, the execution time for the combustion control al-
30
0 10 20 30 40 50 60 70 80 90 gorithm should be faster than 6 ms for the engine speed of 5000 rpm,
which is about the maximum engine speed for diesel engines. The
total execution time for combustion control algorithm, which in-
1000
cludes the acquisition of in-cylinder pressure measurements, the
IMEP [kPa]

800 calculation of combustion parameters, and control algorithm of the

600
400
0 10 20 30
Fig. 3. Control results of MFB50, ROHRmax, and IMEP.
4. Experimental results and discussions
Real-time combustion control of IMEP, MFB50, and ROHRmax was
performed to analyze the effect of combustion control on combus-
tion dispersion reduction. Experiments such as torque balance control
with non-calibrated fuel injectors, compensation of important engine
operating condition variations, and compensation of environment
condition variations (such as coolant temperature) validated the re-
duction in combustion dispersions.
4.1. Real-time analysis for combustion control algorithm
The real-time combustion control algorithm was integrated in
the in-house-developed EMS. In advance to applying the algo-
rithm to engine experiments, a real-time performance was analyzed.
For the analysis of the real-time performance, execution times of
each application algorithms for the combustion control were mea-
combustion, was measured. The maximum execution time was
2.23 ms, which is fast enough to execute for 4 cylinders in real-time.
40 50 60 70 80 90 4.2. Compensation results of torque imbalances
Time [s]
Torque imbalances caused by un-calibrated fuel injectors (or by
other factors) can be auto-calibrated via real-time combustion control
of the IMEP and are desirable to reduce combustion dispersions. This
auto-calibration effect can be observed in IMEP control results (Fig. 4).
The engine speed was 1250 rpm for this experiment. Cylinder-by-
cylinder variations of IMEP were observed using un-calibrated
injectors that exceed 50 kPa. The IMEPs of all cylinders converged
to the reference IMEP by the cylinder balance torque control; sub-
sequently, the standard deviation of IMEP changed from 19.96 kPa
to 13.48 kPa (a 30% reduction).
4.3. Compensation results of operating condition variations
Combustion dispersions caused by changes in engine operat-
ing conditions can be reduced via real-time combustion control.
Table 2 indicates that engine speed and load were controlled at con-
stant values of 1500 rpm and 400 kPa; however, some important
engine operating conditions (rail pressure, boost pressure, air mass
flow, swirl valve position, and main injection timing) changed from
their originally calibrated values. Fig. 5 indicates the emission com-
parison results between open-loop and combustion feedback control.

850 850
IMEP ref
800 800
Cyl1
750 Cyl2 750
Cyl3
IMEP [kPa]

IMEP [kPa]

700 700
Cyl4
650 650
600 600

550 550
500 500

450 450
0 2 4 6 8 10 0 2 4 6 8 10
Time [s] Time [s]
(a) IMEP control deactivated (b) IMEP control activated

Fig. 4. Effect of auto-calibration of IMEP control.

 J. Chung et al./Applied Thermal Engineering 99 (2016) 1183–1189 1187

Fig. 5. Emission comparison results of open-loop control and combustion control.

The range of PM emission reduced from 0–8.11% to 0.73–3.66%, and 5. Conclusions

the range of NOx emission from 126–516 ppm to 151–498 ppm. As
the results show, combustion control is effective to reduce com-
bustion dispersion caused by changes in operating conditions.
4.4. Compensation results of environmental condition variations
A real-time in-cylinder pressure-based combustion control has
been introduced. The proposed combustion control algorithm uses
combustion parameters to reduce combustion dispersions. The
details are as follows:

This section introduces the effect of combustion control on ex-

ternal disturbance compensation. External disturbance was imitated 55
with coolant temperature variations. Without the calibration of
50
coolant temperature, the combustion parameters changed due to
ROHRmax [J/deg CA]

combustion dispersions caused by coolant temperature variations 45

(Figs. 6–8). Engine speed was 1500 rpm for the tests and the fuel 40
injection quantity changed from 10 mg/str to 30 mg/str on a scale
of 5 mg/str. Figs. 6–8 indicate that real-time combustion can mit- 35
igate combustion dispersions caused by coolant temperature 30
variations. Fig. 9 shows that emission results differ from originally Reference
25 CoolTemp. 90
calibrated values when the coolant temperature drops to 75 °C.
20 CoolTemp. 70
However, the emission results are similar to the originally cali-
CoolTemp. 70 w control
brated values when real-time combustion control is applied in the 15
same situation because combustion parameters are maintained at 0 10 20 30 40 50
Time [s]
originally compensated values.
Fig. 7. ROHRmax variations caused by coolant temperature change.

16
1000
Reference
CoolTemp. 90
MFB50 [deg CA ATDC]

14 CoolTemp. 70 800
CoolTemp. 70 w control
IMEP [kPa]

12 600

Reference
10 400 CoolTemp. 90
CoolTemp. 70
CoolTemp. 70 w control
8 200
0 10 20 30 40 50 0 10 20 30 40 50
Time [s] Time [s]

Fig. 6. MFB50 variations caused by coolant temperature change. Fig. 8. IMEP variations caused by coolant temperature change.
1188 J. Chung et al./Applied Thermal Engineering 99 (2016) 1183–1189

1000 HR Heat release, J

IMEP Indicated mean effective pressure, kPa
MBD Model-based design
MFB Mass fraction burned
800
MFB N The location of N % mass fraction burned, deg CA ATDC
NVH Noise, vibration, and harshness
P In-cylinder pressure, kPa
NOx [ppm]

600 PM Particle matters

Q Heat release, J
RMSE Root mean square error
400 ROHR Rate of heat release, J/deg
ROHRmax Maximum value of rate of heat release, J/deg
CoolTemp. 95 V In-cylinder volume, m3
200 VGT Variable-geometry turbocharger
CoolTemp. 70
Vd Displacement volume, m3
CoolTemp. 70 w control γ Heat capacity ratio
0 θ Crank angle, deg CA
0 2 4 6 8
Opacity [%]
References
Fig. 9. Emission results of coolant temperature variation.
[1] S. Leonhardt, N. Müller, R. Isermann, Methods for engine supervision and control
based on cylinder pressure information, IEEE ASME Trans. Mechatron. 4 (1999)
235–245.
1. The real-time combustion control algorithms control the com- [2] S. d’Ambrosio, R. Finesso, L. Fu, A. Mittica, E. Spessa, A control-oriented real-time
bustion phase, maximum heat release gradient, and total heat semi-empirical model for the prediction of NOx emissions in diesel engines,
Appl. Energy 130 (2014) 265–279.
release to reduce combustion dispersions. These controls are ac-
[3] D. Wang, C. Zhang, Development of a real-time NOx prediction model based
complished by controlling MFB50, ROHRmax, and IMEP, which can on heat release analysis in a direct-injection diesel engine, J. Eng. Gas Turbine.
be calculated via in-cylinder pressure measurements. Power 136 (2013) 034501.
2. The effect of real-time combustion control was validated. Ex- [4] C. Quérel, O. Grondin, C. Letellier, A Semi-Physical NOx Model for Diesel Engine
Control, in: SAE Technical Paper 2013-01-0356, SAE International, 2013.
periments validated a 65% reduction in PM emission dispersion [5] K. Muric, O. Stenlaas, P. Tunestal, B. Johansson, A Study on In-Cycle Control of
and a 10% reduction of NOx emission dispersion via real-time NOx Using Injection Strategy with a Fast Cylinder Pressure Based Emission Model
combustion control. as Feedback, in: SAE Technical Paper 2013-01-2603, SAE International, 2013.
[6] J. Deng, M. Bastian, R.K. Stobart, Particulate matter prediction in both steady
3. Coolant temperature varying experiment validated the effect of state and transient operation of diesel engines, Proc. Inst. Mech. Eng. D 226
external environmental variations on combustion control. The (2012) 260–274.
combustion parameters in this experiment varied due to com- [7] R. Finesso, D. Misul, E. Spessa, Development and validation of a semi-empirical
model for the estimation of particulate matter in diesel engines, Energy Convers.
bustion dispersions caused by coolant temperature changes. Manag. 84 (2014) 374–389.
However, dispersions were mitigated via combustion control and [8] E.C. Çebi, G. Rottenkolber, E. Uyar, In-Cylinder Pressure Based Real-Time
emission results validated the compensation results. Estimation of Engine-Out Particulate Matter Emissions of a Diesel Engine, in:
SAE Technical Paper 2011-01-1440, Vol. 2011-01-1440, 2011.
[9] J. Ryu, J. Chung, M. Sunwoo, Modelling of the exhaust gas recirculation rate based
Acknowledgements on the in-cylinder pressure measurement for a passenger car diesel engine,
Proc. Inst. Mech. Eng. D 230 (2016) 258–272.
[10] J.M. Desantes, J. Galindo, C. Guardiola, V. Dolz, Air mass flow estimation in
This work was financially supported by the Ministry of Educa- turbocharged diesel engines from in-cylinder pressure measurement, Exp.
tion, Science and Technology through the BrainKorea 21 Program Therm. Fluid Sci. 34 (2010) 37–47.
(201000000000173), the Ministry of Knowledge Economy (MKE), [11] P. Klein, R. Grüter, O. Loffeld, Real-Time Estimation of the Exhaust Gas
Recirculation Ratio Based on Cylinder Pressure Signals, in: SAE Technical Paper
and the Korea Institute for Advancement of Technology (KIAT)
2007-01-0493, SAE International, 2007.
through the Workforce Development Program in Strategic Tech- [12] B. Samimy, G. Rizzoni, Engine Knock Analysis and Detection Using Time–
nology, the Energy Resource R&D program (2006ETR11P091C) under Frequency Analysis, in: SAE Technical Paper 960618, Vol. 960618, 1996.
the Ministry of Knowledge Economy (MKE), the National Re- [13] V. Macián, J.M. Luján, C. Guardiola, A. Perles, A comparison of different methods
for fuel delivery unevenness detection in diesel engines, Mech. Syst. Signal
search Foundation of Korea (NRF) grant funded by the Korea Process 20 (2006) 2219–2231.
government (MEST) (No. 2011-0017495), the Industrial Strategy [14] K. Lee, M. Yoon, M. Son, M. Sunwoo, Closed-loop control of start of combustion
Technology Development Program of Ministry of Knowledge using difference pressure management, Proc. Inst. Mech. Eng. D 220 (2006)
1615–1628.
Economy (MKE) (No. 10039673), and the Industrial Strategy Tech- [15] J. Chung, S. Oh, K. Min, M. Sunwoo, Real-time combustion parameter estimation
nology Development Program of Ministry of Knowledge Economy algorithm for light-duty diesel engines using in-cylinder pressure measurement,
(MKE) (No. 10042633). Appl. Therm. Eng. 60 (2013) 33–43.
[16] S. Oh, J. Kim, B. Oh, K. Lee, M. Sunwoo, Real-Time IMEP estimation and control
using an in-cylinder pressure sensor for a common-rail direct injection diesel
Nomenclature engine, J. Eng. Gas Turbine. Power 133 (2011) 628011–628019.
[17] A.F. Kolbeck, Closed Loop Combustion Control – Enabler of Future Refined Engine
Performance Regarding Power, Efficiency, Emissions & NVH under Stringent
AUTOSAR Automotive open system architecture Governmental Regulations, in: SAE Technical Paper 2011-24-0171, Copyright
ATDC After top dead center © 2011 SAE International, 2011.
BMEP Brake mean effective pressure, kPa [18] F. Willems, E. Doosje, F. Engels, X. Seykens, Cylinder Pressure-Based Control
in Heavy-Duty EGR Diesel Engines Using a Virtual Heat Release and Emission
CA Crank angle, deg
Sensor, in: SAE Technical Paper 2010-01-0564, Vol. 2010-01-0564, 2010.
CAN Controller area network [19] M. Hillion, H. Buhlbuck, J. Chauvin, N. Petit, Combustion control of diesel engines
CyPAS In-cylinder pressure analysis system using injection timing, in: SAE Technical Paper 2009-01-0367, Vol. 9, 2009, pp.
EC Eddy current 0507.
[20] W.F. Northrop, S.V. Bohac, D.N. Assanis, Premixed low temperature combustion
EMS Engine management system of biodiesel and blends in a high speed compression ignition engine, SAE Int.
EGR Exhaust gas recirculation J. Fuels Lubr. 2 (2009) 28–40.
 J. Chung et al./Applied Thermal Engineering 99 (2016) 1183–1189
[21] E. Corti, C. Forte, A statistical approach to spark advance mapping, J. Eng. Gas
Turbine. Power 132 (2010) 828031–828039.
[22] S. Oh, M. Sunwoo, Real-time control of maximum heat release rate and its
influence on emission dispersions in diesel engines, J. Eng. Gas Turbine. Power
137 (2015) 091508.
[23] J. Lim, S. Oh, J. Chung, M. Sunwoo, Real-time combustion phase detection using
central normalized difference pressure in CRDI diesel engines, J. Eng. Gas
Turbine. Power 134 (2012) 828011–828017.
[24] K. Lee, I. Park, M. Sunwoo, W. Lee, AUTOSAR-ready light software architecture
for automotive embedded control systems, Trans. KSAE 21 (2013) 68–
77.
1189
[25] I. Park, W. Lee, M. Sunwoo, Application software modeling and integration
methodology using AUTOSAR-ready light software architecture, Trans. KSAE
20 (2012) 117–125.
[26] J. Heywood, Internal Combustion Engine Fundamentals, McGraw-Hill, Columbus,
OH, 1988.
[27] X. Chen, I. Haskara, Y. Wang, G. Zhu, Detecting the combustion phase and the
biodiesel blend using a knock sensor, Proc. Inst. Mech. Eng. D 229 (2015)
1189–1199.
[28] H. Husted, D. Kruger, G. Fattic, G. Ripley, E. Kelly, Cylinder Pressure-Based Control
of Pre-Mixed Diesel Combustion, in: SAE Technical Paper 2007-01-0773, Vol.
2007-01-0773, 2007.