Optimization of a Spark Ignition Engine Knock and Performance Using the Epsilon-Constrained Differential Evolution Algorithm and Multi-Objective Differential Evolution Algorithm
Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load conditions. The occurrence of knock is also directly influenced by several operating parameters simultaneously. In order to investigate the effe...
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| Published in: | ACS omega Vol. 7; no. 36; pp. 31638 - 31650 |
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| Main Authors: | , , , |
| Format: | Journal Article |
| Language: | English |
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American Chemical Society
13.09.2022
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| ISSN: | 2470-1343, 2470-1343 |
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| Abstract | Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load conditions. The occurrence of knock is also directly influenced by several operating parameters simultaneously. In order to investigate the effects of multiple variables on economic performance and power performance under knock limits, this study adopts single-objective optimization and multi-objective optimization methods to optimize the engine operating parameters, including exhaust gas recirculation rate, exhaust valve timing, spark timing, and intake valve timing. The optimization aims to obtain maximum volumetric efficiency, brake mean effective pressure, and minimum brake specific fuel consumption on the knock limit. First, based on the bench test data at the operation point 2800 rpm and 11.42 bar, a one-dimensional simulation engine model is established in GT-power software and verified. Second, four engine operating parameters are input into the GT-power model as controlled parameters. The epsilon-constrained differential evolution algorithm and the multi-objective differential evolution algorithm are employed to optimize the above four parameters to minimize the knock index and the damage to engine performance due to knock suppression, respectively. Finally, the results show that the two optimization algorithms optimize four parameters. The results of the epsilon-constrained differential evolution algorithm indicate that the decreasing extent of the knock index is 73.3%. In addition, the decreasing extent of brake mean effective pressure is 10.2%. What is more, the increased brake specific fuel consumption is only 0.07%. The multi-objective differential evolution algorithm gives a set of nondominated Pareto optimal solution sets. The optimal solution has a 64.4% decrease in the knock index, a 5.78% decrease in brake mean effective pressure, and a 1.45% decrease in brake specific fuel consumption. |
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| AbstractList | Since the advent of the internal combustion engine, knock
has been
a vital issue limiting the thermal efficiency of spark ignition engines
under heavy load conditions. The occurrence of knock is also directly
influenced by several operating parameters simultaneously. In order
to investigate the effects of multiple variables on economic performance
and power performance under knock limits, this study adopts single-objective
optimization and multi-objective optimization methods to optimize
the engine operating parameters, including exhaust gas recirculation
rate, exhaust valve timing, spark timing, and intake valve timing.
The optimization aims to obtain maximum volumetric efficiency, brake
mean effective pressure, and minimum brake specific fuel consumption
on the knock limit. First, based on the bench test data at the operation
point 2800 rpm and 11.42 bar, a one-dimensional simulation engine
model is established in GT-power software and verified. Second, four
engine operating parameters are input into the GT-power model as controlled
parameters. The epsilon-constrained differential evolution algorithm
and the multi-objective differential evolution algorithm are employed
to optimize the above four parameters to minimize the knock index
and the damage to engine performance due to knock suppression, respectively.
Finally, the results show that the two optimization algorithms optimize
four parameters. The results of the epsilon-constrained differential
evolution algorithm indicate that the decreasing extent of the knock
index is 73.3%. In addition, the decreasing extent of brake mean effective
pressure is 10.2%. What is more, the increased brake specific fuel
consumption is only 0.07%. The multi-objective differential evolution
algorithm gives a set of nondominated Pareto optimal solution sets.
The optimal solution has a 64.4% decrease in the knock index, a 5.78%
decrease in brake mean effective pressure, and a 1.45% decrease in
brake specific fuel consumption. Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load conditions. The occurrence of knock is also directly influenced by several operating parameters simultaneously. In order to investigate the effects of multiple variables on economic performance and power performance under knock limits, this study adopts single-objective optimization and multi-objective optimization methods to optimize the engine operating parameters, including exhaust gas recirculation rate, exhaust valve timing, spark timing, and intake valve timing. The optimization aims to obtain maximum volumetric efficiency, brake mean effective pressure, and minimum brake specific fuel consumption on the knock limit. First, based on the bench test data at the operation point 2800 rpm and 11.42 bar, a one-dimensional simulation engine model is established in GT-power software and verified. Second, four engine operating parameters are input into the GT-power model as controlled parameters. The epsilon-constrained differential evolution algorithm and the multi-objective differential evolution algorithm are employed to optimize the above four parameters to minimize the knock index and the damage to engine performance due to knock suppression, respectively. Finally, the results show that the two optimization algorithms optimize four parameters. The results of the epsilon-constrained differential evolution algorithm indicate that the decreasing extent of the knock index is 73.3%. In addition, the decreasing extent of brake mean effective pressure is 10.2%. What is more, the increased brake specific fuel consumption is only 0.07%. The multi-objective differential evolution algorithm gives a set of nondominated Pareto optimal solution sets. The optimal solution has a 64.4% decrease in the knock index, a 5.78% decrease in brake mean effective pressure, and a 1.45% decrease in brake specific fuel consumption. Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load conditions. The occurrence of knock is also directly influenced by several operating parameters simultaneously. In order to investigate the effects of multiple variables on economic performance and power performance under knock limits, this study adopts single-objective optimization and multi-objective optimization methods to optimize the engine operating parameters, including exhaust gas recirculation rate, exhaust valve timing, spark timing, and intake valve timing. The optimization aims to obtain maximum volumetric efficiency, brake mean effective pressure, and minimum brake specific fuel consumption on the knock limit. First, based on the bench test data at the operation point 2800 rpm and 11.42 bar, a one-dimensional simulation engine model is established in GT-power software and verified. Second, four engine operating parameters are input into the GT-power model as controlled parameters. The epsilon-constrained differential evolution algorithm and the multi-objective differential evolution algorithm are employed to optimize the above four parameters to minimize the knock index and the damage to engine performance due to knock suppression, respectively. Finally, the results show that the two optimization algorithms optimize four parameters. The results of the epsilon-constrained differential evolution algorithm indicate that the decreasing extent of the knock index is 73.3%. In addition, the decreasing extent of brake mean effective pressure is 10.2%. What is more, the increased brake specific fuel consumption is only 0.07%. The multi-objective differential evolution algorithm gives a set of nondominated Pareto optimal solution sets. The optimal solution has a 64.4% decrease in the knock index, a 5.78% decrease in brake mean effective pressure, and a 1.45% decrease in brake specific fuel consumption.Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load conditions. The occurrence of knock is also directly influenced by several operating parameters simultaneously. In order to investigate the effects of multiple variables on economic performance and power performance under knock limits, this study adopts single-objective optimization and multi-objective optimization methods to optimize the engine operating parameters, including exhaust gas recirculation rate, exhaust valve timing, spark timing, and intake valve timing. The optimization aims to obtain maximum volumetric efficiency, brake mean effective pressure, and minimum brake specific fuel consumption on the knock limit. First, based on the bench test data at the operation point 2800 rpm and 11.42 bar, a one-dimensional simulation engine model is established in GT-power software and verified. Second, four engine operating parameters are input into the GT-power model as controlled parameters. The epsilon-constrained differential evolution algorithm and the multi-objective differential evolution algorithm are employed to optimize the above four parameters to minimize the knock index and the damage to engine performance due to knock suppression, respectively. Finally, the results show that the two optimization algorithms optimize four parameters. The results of the epsilon-constrained differential evolution algorithm indicate that the decreasing extent of the knock index is 73.3%. In addition, the decreasing extent of brake mean effective pressure is 10.2%. What is more, the increased brake specific fuel consumption is only 0.07%. The multi-objective differential evolution algorithm gives a set of nondominated Pareto optimal solution sets. The optimal solution has a 64.4% decrease in the knock index, a 5.78% decrease in brake mean effective pressure, and a 1.45% decrease in brake specific fuel consumption. |
| Author | Gao, Ying You, Yuelin Wang, Yurang Kou, Yalin |
| AuthorAffiliation | College of Automotive Engineering State Key Laboratory of Automotive Simulation and Control Jilin University |
| AuthorAffiliation_xml | – name: College of Automotive Engineering – name: Jilin University – name: State Key Laboratory of Automotive Simulation and Control |
| Author_xml | – sequence: 1 givenname: Yalin surname: Kou fullname: Kou, Yalin organization: Jilin University – sequence: 2 givenname: Ying orcidid: 0000-0002-6462-1565 surname: Gao fullname: Gao, Ying email: gaoying@jlu.edu.cn organization: Jilin University – sequence: 3 givenname: Yuelin surname: You fullname: You, Yuelin organization: Jilin University – sequence: 4 givenname: Yurang surname: Wang fullname: Wang, Yurang organization: Jilin University |
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| CitedBy_id | crossref_primary_10_1016_j_arcontrol_2025_100990 crossref_primary_10_1088_1755_1315_1381_1_012020 crossref_primary_10_1016_j_fuel_2023_130521 |
| Cites_doi | 10.4271/930613 10.1080/00102200500536316 10.1016/j.fuel.2021.122046 10.1162/evco.2008.16.3.355 10.1016/j.enconman.2008.09.018 10.1016/j.ijhydene.2016.08.016 10.1016/j.enconman.2020.112930 10.1016/j.fuel.2021.120278 10.1016/j.fuel.2020.117010 10.1177/0954407020932690 10.4271/2016-01-0565 10.1016/j.asoc.2007.05.003 10.1007/s10462-009-9137-2 10.1007/s10845-016-1199-9 10.1016/j.energy.2021.120331 10.1016/j.apenergy.2020.114560 10.1016/j.energy.2019.02.031 10.1007/s00500-012-0816-6 10.4271/2017-24-0061 10.1016/j.apenergy.2012.12.061 10.1016/j.treng.2020.100005 10.4271/2019-01-1409 10.1016/j.agsy.2004.05.002 10.1016/j.enconman.2021.113871 10.1007/s10845-020-01565-2 10.4271/2017-01-0791 10.1016/j.swevo.2018.10.016 10.3390/en13061500 10.1063/1.4945573 10.1109/TEVC.2005.850256 10.1177/1468087416666728 10.3390/app8101945 10.4271/2018-01-0854 10.1016/j.enconman.2021.114052 10.22059/JCAMECH.2020.290187.435 10.1016/j.apenergy.2015.11.097 10.1016/j.energy.2021.120737 10.1016/S0082-0784(55)80047-1 10.1016/S1474-0346(02)00011-3 10.1016/j.combustflame.2010.07.019 10.3390/su8010072 10.1016/j.energy.2021.121144 10.1007/s00500-020-05469-4 10.1016/j.engappai.2020.103479 10.1016/j.energy.2017.11.020 10.1016/j.rser.2020.110196 10.1016/j.asoc.2019.02.041 |
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| Snippet | Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load... Since the advent of the internal combustion engine, knock has been a vital issue limiting the thermal efficiency of spark ignition engines under heavy load... |
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| Title | Optimization of a Spark Ignition Engine Knock and Performance Using the Epsilon-Constrained Differential Evolution Algorithm and Multi-Objective Differential Evolution Algorithm |
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