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This presentation does not contain any proprietary, confidential, or otherwise restricted information
A MultiAir / MultiFuel Approach to Enhancing Engine System Efficiency
Chrysler (PI): DOE Technology Development Manager:
DOE NETL Project Officer:
ACE062
May 17, 2013 2013 DOE Vehicle Technologies Program Annual Merit Review and Peer Evaluation Meeting, Arlington, Virginia
Ronald A. Reese, II Ken Howden Ralph Nine
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Overview
2
Budget • Total: $29,992,676
– Partner Cost Share: $15,534,104 – DOE Cost Share: $14,458,572
Barriers • Downsized engines offer higher fuel
economy, but the degree of downsizing is limited by transient performance and dynamic range
• For gasoline engines, abnormal combustion (knock) limits the geometric compression ratio, thereby limiting engine efficiency
• EGR improves engine efficiency, but increases in EGR (and efficiency) are limited by combustion instability
• Engine operation in vehicle is not at its most efficient (ideal) state
Timeline • Project Start Date: May 07, 2010 • Project End Date: April 30, 2014 • Percent Complete: 72%
Partners • Argonne National Laboratory • Bosch • Delphi • The Ohio State University
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Project Objectives
• Demonstrate a 25% improvement in combined City FTP and Highway fuel economy for the Chrysler minivan
– The baseline (reference) powertrain is the 2009 MY state-of-the-art gasoline port fuel-injected 4.0L V6 equipped with the 6-speed 62TE transmission
– This fuel economy improvement is intended to be demonstrated while maintaining comparable vehicle performance to the reference engine
– The tailpipe emissions goal for this demonstration is Tier 2, Bin 2
• Accelerate the development of highly efficient engine and powertrain technologies for light-duty vehicles, while meeting future emissions standards
• Create and retain jobs in support of the American Recovery and Reinvestment Act of 2009
• Project content is aimed directly at the listed barriers
3
Relevance
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Technology Approach & Contribution
4
Approach
Base Engine Design
& Controls
Low Lock-up Speed
Ideal Engine Operation
Thermal Management
Engine Efficiency
Reduced Losses
High compression
ratio
Engine downsizing, and 2-stage
boosting
Cooled EGR, DI, and spray bore liners, EtOH for improved knock
resistance
Advanced ignition for improved
stability with high dilution
Goal ≥ 25% Improvement in Fuel Economy
44%
20%
16%
12% 8%
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Timeline and Major Milestones
5
Approach
# Date Milestone – Completed
1 Nov 2010 Performance Specs / Engine Selection Completed
2 Jul 2011 Dyno Engine Design Completed
3 Nov 2011 Procure, Build, Initial Test of Dyno Engine Completed
4 Jun 2012 Alpha 2 Engine Technology Selection Completed
5 Sep 2012 Testing Results for Alpha 2 Design Input Completed
6 Jan 2013 Alpha 2 Engine Design Completed
7 Mar 2013 Alpha 2 Engine Procurement Completed
# Date Milestone – Remaining
8 Apr 2013 Complete Engine Controls and Vehicle Design
9 Apr 2013 Complete Alpha 2 Dyno Engine First Fire
10 Jun 2013 Complete Vehicle 1 Build
11 Jul 2013 Complete Vehicle Energy Simulator (OSU)
12 Sep 2013 Complete Engine Dyno Calibration
13 Oct 2013 Complete Vehicle 2 Build
14 Feb 2014 Complete Vehicle Calibration
15 Apr 2014 Complete Vehicle Demonstration
1 2
3
4
5
6
7 8
9 10 11 12 13 14 15
Analysis Engine Test Vehicle Test
Design Controls Calibration
This presentation does not contain any proprietary, confidential, or otherwise restricted information 6
Low: Combustion Temperature, Mechanical Losses High: Boost Pressure, Compression Ratio, Dilution, Ignition Energy
2-Pronged Ignition Energy Approach:
Dual Fuel (CI): Gasoline + Diesel @ ANL Engine Only Dual Fuel (SI): Gasoline + Ethanol @ Chrysler Engine + Vehicle
Approach & Accomplishment/Progress
Dual Fuel CI
SI
Combustion System Approach
λ = 1
0 10 20 30 400
5
10
15
20
25
Cooled EGR fraction (%)
CA
50 (d
eg A
TDC
)
Typical CI case at 13.2:1 CR
Stability Limit
Impr
oved
BSF
C
0 10 20 30 400
5
10
15
20
25
Cooled EGR fraction (%)
CA
50 (d
eg A
TDC
)
Typical SI case at 11.2:1 CR
Knock Limit
Impr
oved
BSF
C
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Dual Fuel: Gasoline + Diesel @ ANL
Approach
Spray Experiments
Virtual Experiments
Engine Experiments
Camera w/1280x800 @ 12,000 fps (1 frame/CA @ 2000rpm)
7
Endoscopic Access
This presentation does not contain any proprietary, confidential, or otherwise restricted information 8
Spray Experiments @ ANL
Accomplishment/Progress
Gasoline Diesel
• 1000 bar fuel pressure • 20 bar ambient pressure • One of three nozzles shown
• 100 bar fuel pressure • 1 bar ambient pressure • X-ray tomography used to reconstruct fuel density in 3-D • Cut plane 2 mm from nozzle shown below
This presentation does not contain any proprietary, confidential, or otherwise restricted information 9
CA10 CA50 CA70 CA90
SI 8 bar
DASI 11 bar
DMP 13 bar
Accomplishment/Progress
Virtual Experiments @ ANL (SI & CI)
Diesel-Assisted
Spark Ignition
Diesel-Micro-Pilot
Ignition
This presentation does not contain any proprietary, confidential, or otherwise restricted information 10
0
10
20
30
40
50
60
70
80
90
100
-200.0 -150.0 -100.0 -50.0 0.0 50.0 100.0 150.0 200.0
DMP - 13.4 bar BMEP @ 2000 rpm
Engine Experiments @ ANL (CI)
Accomplishment/Progress
Crank Angle (degrees ATDC)
Cyl
inde
r Pre
ssur
e (b
ar)
Click for Video
CA10
CA50 CA70
CA90
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Future Work @ ANL
• Objective is to improve engine efficiency AND improve control robustness • Includes both the DASI transition mode and the DMP mode • Approach outlined below is underway, and will be verified via engine test
11
Approach & Accomplishment/Progress
Stability
Knock
IMEP
Constraints:
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Dual Fuel: Gasoline + Ethanol @ Chrysler (SI)
• Minimum fuel consumption is at or better than goal with the triple plug design • PFI E85 reduces knock tendency / improves combustion phasing
– Significant Octane benefit realized with PFI E85, providing significant load extension – Gasoline DI maintained for cold start catalyst heating, as well as charge cooling – With PFI E85, eliminates injector thermal concern during zero fuel flow (if E85 were DI)
Accomplishment/Progress
12
6
8
10
12
14
16
18
20
0 2000 4000 6000B
MEP
(bar
) Engine Speed (rpm)
Triple Plug - Max Load
E85 Stoich-reduced EGR for max torque
E85 Stoich
Goal
Gasoline-Stoich
200
220
240
260
280
300
0 50 100 150
BSF
C (g
/kW
-hr)
Power (kW)
Minimum BSFC Goal
Alpha1-Triple Plug
Alpha1-DMP
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Boost & EGR Control
Accomplishment/Progress
• Boost Control Model – Algorithm for LPT bypass (wastegate),
HPT bypass, and HPC bypass control has been completed
– Algorithm uses Turbocharger compressor maps to determine the most efficient operating conditions to minimize pre-turbine pressure and pumping work
– Feed forward controls based on system design and operating conditions are used, along with closed loop control to achieve the desired transient response and steady state levels
• EGR Control Model – Algorithm for internal and external EGR
control has been completed – Internal EGR is controlled by VVT and
external EGR is controlled by EGR valve – Internal/external EGR control is based on
operating conditions, and uses feed forward and closed loop controls to achieve the desired dynamic response
Desired Torque
Fuel Injected
Engine Airflow
EGR Flow
Engine Speed
Chr
ysle
r G
PEC
2
Boost Control
EGR Control
LPT Bypass
HPT Bypass
HPC Bypass
EGR Valve
HP LP
Catalyst
EGR Cooler
EGR Valve
CAC
T
HPC Bypass
HPT Bypass
LPT Bypass
13
Actual Boost
EGR Flow
Engine Speed Desired Boost
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Combustion Sensing and Control
• Delphi Ion-Sense Combustion Sensing – Ignition Coil technology coupled to an Ion Sense
Development Controller (ISDC) – Combustion parameters calculated and provided to
Engine Controller for real-time combustion control, enabling optimal engine operation
• Combustion Phasing – Combustion phase detection accuracy has
improved by 30% from last year’s performance
• Knock Detection – Knock algorithms have been developed from ion-
sense – Good agreement with pressure-based method as a
reference; calibration is in process – Enabler for maximizing benefits of combustion
phasing control
• Combustion Stability Estimation – Combustion stability (COV of IMEP) algorithms
have been developed from ion-sense – Good agreement with cylinder pressure as a
reference standard 14
Accomplishment/Progress
Combustion feedback error has less than 1.4 degree standard deviation from reference
Ion-sense knock feedback compares well to pressure-based reference
COV shows good agreement
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Cold Start Emissions Control
15
Accomplishment/Progress
• Secondary Air Injection – Soon after cold start, the engine is
operated rich – Air is introduced into the exhaust
stream, near the exhaust valve – The rich combustion products react
with the air to create an exo-therm in the exhaust runner
– Control system has been developed to leverage secondary air system on DI engine, with very low engine out emissions
– The result was a maximum exhaust temperature of 842 degrees C, which was reached in 11 seconds
842 °C
455 °C secondary air ON OFF
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Base Engine Design
16
Accomplishment/Progress
• Alpha 1 engine builds are complete; engine design has proven to be robust • Alpha 2 designs (3D models and 2D prints), analysis and procurement completed
– Optimized the entire powertrain module to accommodate minivan packaging – Refined turbo packaging which also included an integrated by-pass valve – Adopted three point engine mounting system for improved NVH – Completed 9 Speed transmission packaging – Belt Start Generator (BSG) was introduced
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Reduced Losses (Fuel Shut Off, Stop/Start & Ancillary Load Reduction)
17
Accomplishment/Progress
• Belt Starter Generator (BSG) – BSG system added to enable
integrated Deceleration Fuel Shut Off (iDFSO) to zero mph
– Standard (iDFSO) is available down to 15 mph
– BSG provides enabler for iDFSO functionality from 15 mph to 0 mph
• Simulated ~2% fuel savings potential on FTP Combined
– Addition of the BSG requires electronic belt tensioner to reduce tension during generation mode and increase during motoring mode
– Supplier selection is complete – Design is complete – Parts are being procured – Controls are being developed
E-tensioner
BSG
This presentation does not contain any proprietary, confidential, or otherwise restricted information
2nd Order Mitigation
18
Accomplishment/Progress
• 2nd order mitigation is an enabler for lower torque converter lock-up speeds, and higher engine efficiency
• Two generations of crankshafts, and multiple iterations have been evaluated
• Established out-of-engine dyno-based test bench capability to refine design
1st Generation (in-vehicle tests)
2nd Generation (dyno-based tests)
• 45-50% correction • Low speed noise • Improved correction (see
chart) • Quieter, noise only at idle
speeds and slightly above
• More absorber inertia than Gen 1
• Weakness of 2nd Gen. iteration 1 revealed in testing
• New design underway • Refined design planned for
vehicle deployment
2nd Order Torsional Vibration at Full Load
Latest design is quieter and improves correction
Engine RPM
Deg
rees
pea
k-to
-pea
k Baseline w/o Pendulum
1st Generation (2012)
2nd Generation (2013)
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Partnerships / Collaborations
19
Providing computational fluid dynamics (CFD) modeling, spray measurements, and in-cylinder combustion high-speed imaging
to support combustion development and control
Supplied fuel injectors, lines, pumps, harnesses and controllers for the DI gasoline and DI diesel fuel systems, and collaborated
with Chrysler to integrate the injector drivers
Supplied Ion Sense coils and developing combustion feedback system to allow closed loop combustion control
Developed Vehicle Energy Simulator (VES) and supervisory controller (Vehicle Energy Manager – VEM) that oversees and
integrates energy management of vehicle subsystems
Accomplishment/Progress
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Future Work
• Complete implementation and verify operation of engine control system • Verify performance and perform dynamometer-based calibration of
Alpha 2 engine • Complete vehicle-level calibration in powertrain test cell, making best
use of time prior to vehicle availability
• Build two vehicles and complete vehicle calibration to ensure emissions,
fuel economy, and drivability goals are met • Final vehicle demonstration and assessment relative to goals
20
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Summary
• Current modeling and test results show the 25% fuel economy improvement goal should be met with the selected technologies
– Combustion system approach offers a controllable and effective solution to low temperature combustion, and is compatible with a highly-effective stoichiometric aftertreatment system
– Pendulum absorber has proven effective at enabling lower lockup speeds, leading to higher engine efficiency
– The 9-speed transmission allows engine operation closer to ideal state – Fast warm-up of fluids improves mechanical efficiency of engine and transmission – BSG, and enhanced voltage regulation/iDFSO are effective at reducing parasitic
losses
• Alpha 1 engines have been very robust throughout the project
• Alpha 2 engine builds are in process, with verification and calibration tasks to follow
21
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Thank You
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Technical Back-Up Slides
23
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Thermal Management System w/ OSU
24
Approach & Accomplishment/Progress
Approach Faster warm-up of engine & transmission oils for improved mechanical efficiency via friction reduction
Accomplishments – Vehicle Energy Simulator (VES) developed by
OSU to be used for modeling of thermal controls – System valve actuation strategy optimized for:
• Fastest warm-up of each powertrain fluid • Lowest cumulative fuel consumption over FTP
city drive cycle 50% reduced warm-up time vs. baseline powertrain
Coo
lant
Tem
p (
C
) FTP City Cycle Time (s)
30
40
50
60
70
80
90
100
110
120
0 100 200 300 400 500 600
Scenarios base
#15 Variable Water Pump
EOC
Cabin Heater
TOH
T-stat
Coolant 3-Way Valve
ENGINE
Actuator Design of Experiments – Alpha2 Engine 2 independent variables
3 x 5 states each, total runs = 15
Exhaust Heat Recovery System (EHRS) – EHRS removed from Alpha2 engine design due to less
heat recovery than expected on thermal mule vehicle • EGR cooler location too far from engine = heat loss • EGR cooler thermal inertia too high for use as EHRS
– EHRS not needed to meet overall project FE target
RADIATOR
Alpha 2 Engine Thermal Schematic
130
#1
Optimal control solution
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Combustion Simulation (CI) – Validation
25
Simulation Validation - DMP
Comparison to Engine Experiments
Accomplishment/Progress
This presentation does not contain any proprietary, confidential, or otherwise restricted information 26
Combustion Simulation (CI) – Sensitivity
Accomplishment/Progress
Sensitivity Analysis
Only the simulation baseline is compared to an engine experiment.
All other results are simulation only.
Very sensitive to inlet T and EGR ratio
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Combustion Control
• Current Status – Combustion phasing feedback control
demonstrated in steady state conditions – Knock control implemented and awaiting
final Delphi detection calibration – CoV (of IMEP) control under development
• Future Work – Verification of phasing feedback under
transient conditions – Verification of knock / combustion phasing /
ethanol interactions – Verification of CoV control
Knock Intensity
Del
phi
CPD
C
Phasing Control
Knock Control
CoV Control EGR Com
bust
ion
Con
trol Fuel
CA50
CoV
Ethanol Fraction
EGR Request
Spark Ignition Angle
Accomplishment/Progress
27
Before and After Phasing Control
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Vehicle Packaging
28
Accomplishment/Progress
Engine Packaged in-Vehicle
• Two vehicles are planned for development, calibration and demonstration • Vehicle #1 - Development
– Packaging for engine and dual fuel system is complete – Communication protocol verification in process – Build to be complete June 2013
• Vehicle #2 – Calibration / Demonstration – Build to be complete October 2013
Dual Fuel Delivery System
A MultiAir / MultiFuel Approach to Enhancing�Engine System EfficiencyOverviewProject ObjectivesTechnology Approach & ContributionTimeline and Major MilestonesCombustion System ApproachSlide Number 7GasolineSlide Number 9Slide Number 10Slide Number 11Dual Fuel: Gasoline + Ethanol @ Chrysler (SI)Boost & EGR ControlCombustion Sensing and ControlCold Start Emissions ControlBase Engine DesignReduced Losses (Fuel Shut Off, Stop/Start & Ancillary Load Reduction)2nd Order MitigationPartnerships / CollaborationsFuture WorkSummaryThank YouTechnical Back-Up SlidesThermal Management System w/ OSUCombustion Simulation (CI) – Validation Combustion Simulation (CI) – SensitivityCombustion ControlVehicle PackagingReviewer–Only SlidesAddress Previous (May 2012) Review CommentsAddress Previous (May 2012) Review CommentsAddress Previous (May 2012) Review CommentsCritical Assumptions and IssuesPublications and PresentationsPatents