Flex Fuel Optimized SI and HCCI Engine - US Department of ...Flex Fuel Optimized SI and HCCI Engine PI: Guoming (George) Zhu (05-16-2011) Co-PI: Harold Schock . Michigan State University

Flex Fuel Optimized SI and HCCI Engine PI: Guoming (George) Zhu

(05-16-2011)

Co-PI: Harold Schock Michigan State University

This presentation does not contain any proprietary, confidential, or otherwise restricted information

Project ID #: ACE021

ACE021: 2012 DOE Merit Review Page 2

Overview Timeline

Phase 1: 10/01/09 ~ 05/31/10 Phase 2: 06/01/10 ~ 05/31/11 Phase 3: 06/01/11 ~ 03/31/12 Phase 4: 04/01/12 ~ 09/30/12

Phase 3: 80% complete by 03/26/12

Budget Total Project Funding (all phases) – DOE $1,401,299 – Recipient $ 584,240

DOE funding obligated/budgeted – FY 10 $444,172/$444,172 – FY 11 $517,638/$517,638 – FY 12 $280,463/$439,489

Recipient (up to date):

Chrysler: $262.105K (labor, prototype engine and parts)

MSU: $123K (in-kind)

Barriers – Lack of modeling capability for combustion

and emission control: Development of a control oriented (real-time) hybrid combustion model for model-based mode transition control between SI and HCCI combustions.

– Lack of effective engine control: Development of a model-based SI and HCCI mode transition control strategy for smooth combustion mode transition using iterative learning control.

– Cost (high HCCI engine cost): Development of a cost effective and reliable dual combustion mode engine (multi-cylinder and flex fuel) using cost effective actuating system (two-step valves and electrical cam phasing system).

Partners

– MSU (project lead) – Chrysler Group LLC (industrial partner) – Delphi (cylinder head) – Ricardo (modeling)


Objectives Demonstrate an SI and HCCI dual-mode combustion engine (multi-cylinder), that is commercially viable, for a blend of gasoline and E85. FY11/FY12 Objectives (Review Period): a)Finalize the combustion mode transition control algorithm through the hardware-in-the-loop simulations. b)Complete the valve-train design with the two-step lift and electrical VVT for both optical and metal engines. c)Complete the control strategy development for the electrical VVT system d)Complete the fabrication and integration of the optical engine with the target valve-train and study the combustion mode transition for the target engine through combustion visualization. e)Completed the prototype engine control system (for both optical and four-cylinder engines) capable of sampling combustion information every crank


Milestones

Month/Year Milestone or Go/No-Go Decision March-11 ()

Milestone: Completed optical engine tests with updated engine head (two-step valve and electrical phasing)

May-11 ()

Milestone: Completed engine system integration (two-step valve and electrical phasing)

March-12 ()

Milestone: Completed HCCI mode transition control strategy development

FY11/FY12 Milestones:


Approach Use engine modeling, model-based combustion control, and engine

experiments to develop a smooth SI and HCCI transitions

Control Oriented (real-time) engine modeling: Develop a control oriented hybrid (spark assistant) combustion model for model-based combustion mode transition control.

Model-based dynamic engine control: Use a model based iterative learning control strategy (stead-state optimized control parameters are NOT optimal during transitional operation).

Use production feasible hardware: Actuating and sensing hardware must be low “cost” and HCCI capable to be production feasible

Optical and metal engine experiments: Provide physics based understanding (optical) and durability needed for calibration and validation of engine model (metal)

Technology transfer: work with our industrial partner, Chrysler Group LLC, during the project period to ensure smooth technology transfer to industry.


Technical Accomplishments a) Finalized mode transition control with HIL validation A five-cycle mode transition control

strategy was developed and validated in the HIL simulation environment

The HIL simulation environment was developed for the SI-HCCI engine equipped with two-step valves and electrical VVT.

Iterative learning and LQ tracking are used to during the mode transition

Crank-Based Combustion

ModelϕEGR

Πlift

θINTM

θEXTM

θST

Scheduled Open-loop

Control

PI Control (Feedback)

ILC Control

LQ Control

Memory

+

+

IETC

FDIλ(i+1) IMEP(i+1)

IMEP(i)

λ(i)

FFF(i)

FILC

FFB

MAPϕTPS

Time-Based Air Handling

Model

FFF(i+1)

HIL Engine SimulatorPrototype Engine Controller

IMEP

SI-HCCIHybrid Combustion Mode

cycle 1 cycle 2 cycle 3 cycle 4 cycle 5

θINTM

θEXTM Πlift θST

SI Mode

HCCIMode

IETC Control

ϕEGR

FDI Control

dSPACE based real-time simulator

Harness break-out box

Opal-RT based engine

prototype controller

dSPACE host computer

Opal-RT host computer

Simulated signal display oscilloscope

HIL

env

ironm

ent


Technical Accomplishments LQ MAP tracking Throttle current is regulated in a non-

monotonic increment pattern Throttle angle responses in the similar

pattern to the throttle current, but with a small phase lag

Engine MAP tracks the desired reference trace with slight oscillation

Air-to-fuel ratio can be regulated within the desired range

600 750 900 1050 1200 1350 1500 1650-20246

I ETC (A

)

600 750 900 1050 1200 1350 1500 16500

50

100

φ TPS

(%)

600 750 900 1050 1200 1350 1500 1650

0.6

0.8

1

MA

P (b

ar)

w/o LQw/ LQ

λmax

λminz(k)

600 750 900 1050 1200 1350 1500 16501

1.2

1.4

Time (ms)

λ

cylinder #1cylinder #2cylinder #3cylinder #4

600 670 720 780 840 900 960 1020 1080 11400.5

0.6

0.7

0.8

0.9

1

1.1

Time (ms)

MAP

(bar

)

upper boundary, λm ax

=1.3

lower boundary, λm in

=0.97

MAP reference z(k)

k2

k1

ki

kf

SI HCCISI to HCCI mode transition

0.5 1

11.

5

1.5

1.5

2

22

2.5

2.5

2.5

33

3

3.53.5

3.54

4

4

4.5

4.5

5

MAP (bar)

F DI (m

s)

0.4

0.4

0.4

0.6

0.6

0.6

0.8

0.8

0.8

1

1

1

1.2

1.21.4

0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85 0.9 0.95

1.5

1.6

1.7

1.8

1.9

2

2.1

2.2

2.3

2.4IMEP λ


Technical Accomplishments b) Completed electrical VVT control An EVVT test bench was constructed for the

control strategy development of closed loop cam phasing tracking

Fast response: 25 degree phasing within 3 engine cycles at 1500 RPM

Oil viscosity impacts the transient (tracking) response time significantly

32 33 34 35 36 37 38 39 40

5

10

15

20

25

30

Time (s)

Pha

se P

ositi

on (D

eg)

Controller performance evaluation - trajectory following @1500rpm

ReferenceProportional controllerOCC controller

30 30.5 31

10

15

20

25

30

Time (s)

Pha

se (d

egre

e)

SAE 5W20 engine oil

30 30.5 31

10

15

20

25

30

Time (s)

SAE 30 engine oil

ReferenceMeasured


c) Engine system development

Technical Accomplishments

Completed EVVT integration to both optical and multi-cylinders.

Completed two-step valve integration

Multi-cylinder EVVT integration

Optical Engine EVVT integration



0.5L cylinder Direct injection (10MPa) Dual-lift intake/exhaust valves with

dual-cam profiles Fast electrical cam phasing (±40

degrees) Fast electronic throttle Heated engine head and cylinder Heated charge air with closed loop

temperature control Key engine sensors for closed loop

control: in-cylinder pressure and ionization, AFR, manifold pressure and temperature, mass-air-flow, dual cam positions, etc.

Optical Engine Integration Engine Controller capable of sampling crank-based

pressure signal


Technical Accomplishments Optical Engine



0.60

0.70

0.80

0.90

1.00

1.10

1.20

10 15 20 25 30 35 40 45 50

λ (N

orm

aliz

ed A

FR)

Engine cycle number

Cycle-by-cycle λ during injection pulse sweep

selected cases

Stable and rich combustion with fixed fuel pulse width

Rich-to-lean transition (cycles 26 to 48) with linearly decreased fuel pulse width

Warm-up period

• 48 consecutive combustion cycles • Spark timing: -28 degree ATDC • Mean IMEP: 3.3 bar • Head heated to 180 degree F

Rich-lean SI transient combustion d) Optical engine combustion tests


Technical Accomplishments Cycle 38, λ=0.94

Cycle 43, λ=1.00 Cycle 44, λ=1.03 Cycle 46, λ=1.06

Cycle 27, λ=0.77 Cycle 33, λ=0.85

λ=1.07

λ=0.77

0.1

CA

D (A

TDC

)




Cycle 27, λ=0.77 Cycle 33, λ=0.85

λ=1.07

λ=0.77

8.2

CA

D (A

TDC

)




Cycle 27, λ=0.77 Cycle 33, λ=0.85

λ=1.07

λ=0.77

17.2

CA

D (A

TDC

)



-45 -30 -15 0 15 30 450

5

10

15

20

25

30

35

40

CAD

Pre

ssur

e [b

ar]

motoringHCCI combustion

-16.3°

-15.4°

-14.5° -13.6° -12.7° -10.9°

-6.4°

-9.1°

2.6°

HCCI combustion images


Technical Accomplishments (summary)

Finalized the five-cycle combustion mode transition control strategy and validated it in the HIL simulation environment, where the iterative learning and LQ tracking control are used to control transient fuel and charge air.

Worked with Chrysler/Delphi closely and completed the integration of the two-step valve system on to the Chrysler target head for optical and metal engines

The electrical VVT control strategy was developed on a test bench and also validated on the optical engine setup. Significant engine oil viscosity influences found.

Completed the design of integrating the EVVT system onto both optical and metal engines.

Completed the fabrication of optical engine with two-step valve, EVVT, electrical throttle, intake heat, etc.

Completed the prototype engine control system capable of sampling combustion information every crank degree

Demonstrated SI (transient air-to-fuel ratio) and HCCI combustion in the optical engine


Collaborations

Support over the past FY

– Chrysler Group LLC provided design engineering services to integrate the two-step valve and electrical cam phasing systems onto the target engine head (including both optical and metal engines).

– Chrysler Group LLC, Delphi, and MSU integrated the two-step valve onto the target engine head and conducted validation tests at Delphi facility.

– Chrysler Group LLC and Delphi provided engineering design review and support.

Future support

– Chrysler Group LLC and Delphi will provide engineering support for modification of the metal HCCI engine.

– Chrysler Group LLC will provide engineering support on final metal engine testing


Collaborations (cont’d)

Technology Transfer

In this year, Chrysler engineers will join both optical and metal engine tests at MSU to further improve the developed control strategy and to make it production viable. This includes: – The control strategy for combustion mode transition using the hybrid

combustion mode with iterative learning and LQ tracking control. – The HIL (hardware-in-the-loop) simulation technology using the developed

control oriented engine model for developing and validating control strategies of HCCI capable SI engines

The MSU team is also working with Ricardo to integrate the developed hybrid combustion model into the Ricardo WAVE-RT modeling tool.


Future Work (During 2012)

Complete the modification of the metal engine (the design is completed and the machining started)

Complete the optical engine tests of model transition control

Complete mapping the metal engine for SI and HCCI combustion (gasoline and E85)

Validate the mode transition control on the metal engine

Final report


Summary

Relevance: Flex fuel engine technologies for HCCI capable SI engines are being developed to provide smooth mode transition between SI and HCCI combustions

Approach: Using a combination of engine modeling, model-based combustion control and engine experiments to develop a smooth SI and HCCI transition strategy

Key Enablers: Two-step lift, electrical VVT, control oriented engine modeling, hybrid combustion, model-based combustion mode transition, iterative learning

Collaboration: MSU (project lead), Chrysler Group LLC (industrial partner), Delphi (cylinder head) Ricardo (modeling).

Technical Accomplishments:

Finalized the five-cycle combustion mode transition control strategy and validated in the HIL simulation environment, where the iterative learning and LQ tracking control are used to control transient fuel and charge air.

Completed the integration of the two-step valve system on to the Chrysler target head for optical and metal engines

Developed the EVVT control strategy and validated it on the test bench and the optical engine setup; found that the EVVT response time is heavily affected by the engine oil viscosity. The EVVT was integrated onto optical/metal engines.

Completed the fabrication of optical engine with two-step valve, EVVT, electrical throttle, intake heat, etc.

Completed the prototype engine control system capable of sampling combustion information every crank degree

Demonstrated SI (transient air-to-fuel ratio) and HCCI combustion in the optical engine

Documents

Flex Fuel Optimized SI and HCCI Engine - US Department of ...Flex Fuel Optimized SI and HCCI Engine PI: Guoming (George) Zhu (05-16-2011) Co-PI: Harold Schock . Michigan State University