Upload
ngothu
View
235
Download
6
Embed Size (px)
Citation preview
1
Diesel Combustion with Closed-Loop Control
Diesel Combustion Diesel Combustion Control with ClosedControl with Closed--Loop Loop
Control of the Injection Control of the Injection StrategyStrategy
Marek Tatur, Marek Tatur, Dean Tomazic, FEV Inc.Dean Tomazic, FEV Inc.
Matthias Matthias LampingLamping, Thomas Koerfer, FEV Motorentechnik, Thomas Koerfer, FEV Motorentechnik
Thorsten Schnorbus, Jan Hinkelbein, Stefan Pischinger, RWTH AachThorsten Schnorbus, Jan Hinkelbein, Stefan Pischinger, RWTH Aachenen
2
Diesel Combustion with Closed-Loop Control
Presentation Contents
Motivation
System Specifications
Layout of Closed-Loop Combustion Control
Benefits of Closed-Loop Combustion Control
Real Time Combustion Control
Test Results
Summary
3
Diesel Combustion with Closed-Loop Control
Presentation Contents
Motivation
System Specifications
Layout of Closed-Loop Combustion Control
Benefits of Closed-Loop Combustion Control
Real Time Combustion Control
Test Results
Summary
4
Diesel Combustion with Closed-Loop Control
1213
28
4
6
5
6
3
1
5
24
1
1
80
2
4
6
8
10
12
500 1000 1500 2000 2500 3000Engine Speed [rpm]
BM
EP [b
ar]
NOX-Emission [%]
14
NOx
PM
NOx
PM
Time
Inj-R
ate
NOxP
M
Time
Inj-R
ate
Time
Inj-R
ate
Rate Shaping – Definition of Injection Characteristics
5
Diesel Combustion with Closed-Loop Control
Presentation Contents
Motivation
System Specifications
Layout of Closed-Loop Combustion Control
Benefits of Closed-Loop Combustion Control
Real Time Combustion Control
Test Results
Summary
6
Diesel Combustion with Closed-Loop Control Diesel Engine Control Strategies
ECU
Diesel Control Strategies Today
Boost Pressure
Air Mass
Rail Pressure
VGT-Position
EGR-Valve
Throttle Valve
Rail Pump
Controlled Variable Set Variable
NOX-Emission AGR-Valve
Throttle Valve
Boost Pressure
Burn-rate
VGT-Position
Rail Pressure
Future Control Strategy
ECU
Controlled Variable Set Variable
Stability
Center
Begin of main injection
Number of Pilot injections
Noise
Combustion-
7
Diesel Combustion with Closed-Loop Control
Driver Demand
Emissions, NVH, Fuel
Consumption
EnvironmentalConditions
EngineHardware
TransientDeviations
In-CylinderConditions
FuelSpecifications
Injector-drift
Comp.
Injection-characteristics
BOI
Analysis of Combustion
Process
Control of InjectionStrategy
Combustion Process
Diesel Engine Control Strategies
8
Diesel Combustion with Closed-Loop Control
Expectations for Closed-Loop Combustion Control
Online assessment
of combustionnoise ①
Control of combustion
duringregeneration ①
Rate-ShapingRealtime ② / Cycle to Cycle ①
Fast, adaptive application ①
Improvedrobustness ①
Fuelcompensation ①
Compensation of variances and drift
①
Support of improved
homogenization①
transient loadcontrol ①
Improvedcalibration of corrections ①
short termmid thermlong term
① Patent pending② FEV Patent
Diesel Engine Control Strategies
9
Diesel Combustion with Closed-Loop Control
Presentation Contents
Motivation
System Specifications
Layout of Closed-Loop Combustion Control
Benefits of Closed-Loop Combustion Control
Real Time Combustion Control
Test Results
Summary
10
Diesel Combustion with Closed-Loop Control P
ME
[bar
]
0
2
4
6
8
10
12
14
16
18
Engine speed [1/min]750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250
0.1 0.00.1 0.00.10.10.6 0.20.3 0.4 0.60.20.2
0.40.20.41.90.6 1.0 1.00.6 0.81.6 1.00.91.21.62.2 3.0 0.4 0.8 0.8 0.80.1 1.02.8 3.0 0.70.8 0.5 1.41.0 2.00.2 2.01.6 0.51.1
0.60.9 1.4 1.9 0.3
1.3 1.71.4
1.0 1.61.1 1.3 1.71.4 0.41.0
1.40.9 2.1 1.60.4
1.6
1.1 1.9
Smoke numberKF_Mapping_Single Pilot_VSR303+306.ipw
PM
E [b
ar]
0
2
4
6
8
10
12
14
16
18
Engine speed [1/min]750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250
0.00.00.00.00.00.0 0.00.00.0
0.10.10.10.10.1 0.20.0 0.20.10.10.10.1 0.10.6 0.1 0.10.6 0.1
0.10.20.1 0.1 0.1 0.20.20.2 0.30.10.3
0.1 0.7 0.20.30.40.4 0.2 0.5
0.80.4 0.7 0.90.3 0.20.7
0.71.41.5 0.31.10.9
1.21.41.0
Smoke numberKF_Mapping_without Pilot_VSR308.ipw
Without Pilot a significant reduction of soot – noise is an issue!
Smoke Number with Pilot Injection
Smoke Number without Pilot Injection
Particulate Matter Benefits
11
Diesel Combustion with Closed-Loop Control
Control of Combustion Noise Through Number of Pilot Injections
Einspritzcharakteristik(„geräuschoptimiert“)
Haupteinspritzung+ 2 Voreinspritzung
InjektorAnsteuerung
OT °KW
Geräuschprüfung(Charakteristikwechsel für einen Verbrennungszyklus)
InjektorAnsteuerung
OT °KW
Einspritzcharakteristik(„geräuschoptimiert“)
Haupteinspritzung+ 1 Voreinspritzung
InjektorAnsteuerung
OT °KW
Geräuschprüfung(Charakteristikwechsel für einen Verbrennungszyklus)
InjektorAnsteuerung
OT °KW
Einspritzcharakteristik(„höchsterHomogenisierungsgrad“)
Haupteinspritzung
InjektorAnsteuerung
OT °KW
Einspritzcharakteristik(„geräuschoptimiert
Haupteinspritzung+ 2 Voreinspritzung
InjektorAnsteuerung
OT °KW
Ger(Charakteristikwechsel feinen Verbrennungszyklus)
InjektorAnsteuerung
Injection Characteristics(“Noise Optimized”)
Main Injection+ 2 Pilot Injections
OT °KW
Noise Check
Einspritzcharakteristik(„ger
Haupteinspritzung+ 1 Voreinspritzung
InjektorAnsteuerung
OT °KW
Geräuschprüfung(Charakteristikwechsel für einen Verbrennungszyklus)
InjektorAnsteuerung
OT °KW
Injection Characteristics(“Noise Optimized”)
Main Injection+ 1 Pilot Injection
OT °KW
Ger uschprüfung(Charakteristikwechsel feinen Verbrennungszyklus)
InjektorAnsteuerung
Noise Check(Change of Injection Characteristics for only 1 cycle
Einspritzcharakteristik(„höchsterHomogenisierungsgrad“)
Haupteinspritzung
InjektorAnsteuerung
Injection Characteristics(„Highest degree ofHomogenization”)
Only main Injection
InjectorDemand
TDC °CA
TDC °CA TDC °CA
InjectorDemand
InjectorDemand
InjectorDemand
InjectorDemand
(Change of Injection Characteristics for only 1 cycle
Increased Level of Combustion Noise
Increased Level of Combustion Noise
Level of Combustion Noise allowed
Level of Combustion Noise allowed
Pilot Strategy Adjustment
12
Diesel Combustion with Closed-Loop Control
Control of Combustion Noise Through Number of Pilot Injections
Par
tikel
mas
se[m
g]
0
4
8
12
16
Dre
hzah
l [1/
min
]
1250
1500
1750
2000
Zeit [s]5 10 15 20 25 30 35 40 45 50 55 60 65
Geregelte Einspritzcharakteristik Mit einer Voreinspritzung Ohne Voreinspritzung
Ein
sprit
zmen
ge[m
g/H
ub]
5
15
25
Part
icle
Mas
s[m
g]En
gine
Spe
ed[r
pm]
Inje
ctio
nQ
uant
ity[m
g/cy
cle]
Time [s]
Pilot Strategy Adjustment
60% 40%
Controlled Injection CharacteristicAlways One Pilot InjectionOnly Main Injection
13
Diesel Combustion with Closed-Loop Control Emission Potential of Advanced Fuel Compositions
Fuel 1Fuel 2Fuel 3Fuel 4Fuel 5Fuel 6Fuel 7Fuel 8Fuel 9Fuel 10Fuel 11Fuel 12
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8 Fuel 1: Standard EN590 Diesel Research FuelsFuel 2: Diesel with reduced aromatic contentFuel 3: Diesel with reduced cetane numberFuel 4: Diesel with higher volatilityFuel 5: Diesel with reduced aromatic content and higher volatilityFuel 6: Octane/Heptane blend (CN44)Fuel 7: Toluene/Heptane blend (CN44)Fuel 8: Gasoline/Diesel blend (CN44)Fuel 9: Octane/Heptane blend (CN35)Fuel 10: Octane/Heptane blend (CN30)Fuel 11: Octane/Heptane blend (CN25)Fuel 12: Octane/Heptane blend + E10 (CN44)
Sm
oke
Num
ber
[FSN
]
Euro 5 ISNOx-level 1.2 g/kWh
Euro 4 ISNOx-level 1.8 g/kWh
Euro 6 ISNOx-level0.6 g/kWh
Part Load Operation Point: 2300 rpm, high load (HECS)
14
Diesel Combustion with Closed-Loop Control Performance Effect of Closed-Loop Combustion Control
2
1 20.000.010.020.030.040.05
7075808590
384042444648 Indicated Efficiency [%]
180185190195200
02468
51015202530 ISCO [g/kWh] ISHC [g/kWh]
Engine Noise [dB]
Center of Combustion [°CA ABDC]ISPM [g/kWh]
WithoutCLCC
WithoutCLCC
WithCLCC
WithCLCC
EN590 DieselFuel 1Fuel 2
Maintain high engine efficiencyCompensate HC & CO drawbacks and noise impact
1500 rpm, 4.3 bar IMEP, ISNOx = const.
15
Diesel Combustion with Closed-Loop Control
Presentation Contents
Motivation
System Specifications
Layout of Closed-Loop Combustion Control
Benefits of Closed-Loop Combustion Control
Real Time Combustion Control
Test Results
Summary
16
Diesel Combustion with Closed-Loop Control
2400 rpm / 14.6 bar IMEP
Cyl
inde
r pre
ssur
e [b
ar]
020406080
100120
Text
Inje
ctio
npr
essu
re [b
ar]
050010001500
Pres
sure
rise
[bar
/°CA
]
-5.0
-2.5
0.0
2.5
5.0
Crank angle [°CA]120 130 140 150 160 170 180 190 200 210 220 230 240
Detection ofbegin of combustion
Monitoring ofcylinder pressure
Calculation of end of injection
Realization of optimizedshape of injection
Time for computation and injector delay
Real Time Control of Injection Rate Within one Cycle
RTC² (Real-Time Combustion Control)
17
Diesel Combustion with Closed-Loop Control
Presentation Contents
Motivation
System Specifications
Layout of Closed-Loop Combustion Control
Benefits of Closed-Loop Combustion Control
Real Time Combustion Control
Test Results
Summary
18
Diesel Combustion with Closed-Loop Control
Controlled Cylinder Pressure Shape CNL OptimizedConstant Pressure Rise (1°CA/degree) with Peak Pressure Limitation
Inje
ktor
span
nung
[V]
0
20
40
60
80
100
120
Kurbelwinkel [°KW]160 170 180 190 200 210 220
Zylin
derd
ruck
[bar
]
0102030405060708090
100110
Istwert Sollwert
Rate-Shaping
2000 rpm
11.45 bar IMEP
No EGR
770 bar pRail
Degree Crankangle
Inje
ctor
Sig
nal [
V]
Cyl
inde
r Pre
ssur
e [b
ar]
Current ValueSetpoint
19
Diesel Combustion with Closed-Loop Control
Load Variation with Constant Pressure CycleAdjustments only necessary to the last part of the injection trace
Zylin
derd
ruck
[bar
]
0102030405060708090
100
15.9 bar pmi 13.1 bar pmi 10.4 bar pmi 07.6 bar pmi 04.6 bar pmi 01.9 bar pmi
Inje
ktor
span
nung
[V]
0
20
40
60
80
100
120
Kurbelwinkel [°KW]160 170 180 190 200 210 220
Rate-Shaping
Degree Crankangle
Inje
ctor
Sig
nal [
V]
Cyl
inde
r Pre
ssur
e [b
ar]
2280 rpm
No EGR
800 bar pRail
1.95 bar pBoost
IMEPIMEPIMEPIMEPIMEPIMEP
20
Diesel Combustion with Closed-Loop Control CORS Combustion Rate Shaping
Isobaric process Seiliger process
α-process(slope = 4 bar/°CA)
α-process with peak pressurelimitation
(slope = 4 bar/°CA; PPL = 20 bar)
Cyl
inde
r pre
ssur
e [b
ar]
0
2040
60
80
100120
140
Crank angle [°CA]160 170 180 190 200 210 220
Inje
ctio
n ra
te [m
g/°C
A]
0.0
0.51.0
1.5
2.0
2.53.0
3.5
Cyl
inde
r pre
ssur
e [b
ar]
0
2040
60
80
100120
140
Crank angle [°CA]160 170 180 190 200 210 220
Inje
ctio
n ra
te [m
g/°C
A]
0.0
0.51.0
1.5
2.0
2.53.0
3.5C
ylin
der p
ress
ure
[bar
]
0
2040
60
80
100120
140
Crank angle [°CA]160 170 180 190 200 210 220
Inje
ctio
n ra
te [m
g/°C
A]
0.0
0.51.0
1.5
2.0
2.53.0
3.5
Cyl
inde
r pre
ssur
e [b
ar]
0
2040
60
80
100120
140
Crank angle [°CA]160 170 180 190 200 210 220
Inje
ctio
n ra
te [m
g/°C
A]
0.0
0.51.0
1.5
2.0
2.53.0
3.5
21
Diesel Combustion with Closed-Loop Control
New control strategies are enabler for new combustion concepts for further reduction of engine out emission
Engine operation with high degrees of homogenization is highly sensitive to transient driving profiles
Adaptive injection characteristic is able to solve most challenges which occur in transient conditions
The system is able to avoid torque drops and combustion noise peaks by adapting the number of pilot injections
Summary