A MultiAir / MultiFuel Approach to Enhancing Engine System ...Performance Specs / Engine Selection : 2 . Jul 2011 : Dyno Engine Design . 3 : Nov 2011 . Procure, Build, Initial Test

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

June 19, 2014 2014 DOE Vehicle Technologies Program Annual Merit Review and Peer Evaluation Meeting, Washington, D.C.

Ronald A. Reese, II Ken Howden Ralph Nine


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: 98% (Report Pending)

Partners • Argonne National Laboratory (ANL) • Bosch • Delphi • The Ohio State University (OSU)


Timeline and Major Milestones

3

Approach

# Date Milestone

1 Nov 2010 Performance Specs / Engine Selection

2 Jul 2011 Dyno Engine Design

3 Nov 2011 Procure, Build, Initial Test of Dyno Engine

4 Jun 2012 Alpha 2 Engine Technology Selection

5 Sep 2012 Testing Results for Alpha 2 Design Input

6 Jan 2013 Alpha 2 Engine Design

7 Mar 2013 Alpha 2 Engine Procurement

8 Apr 2013 Engine Controls and Vehicle Design

# Date Milestone

9 Apr 2013 Alpha 2 Dyno Engine First Fire

10 Aug 2013 Vehicle Energy Simulator (OSU)

11 Oct 2013 Vehicle 1 Build

12 Nov 2013 Engine Dyno Calibration (part load / FTP area)

13 Jan 2014 Vehicle 2 Build

14 Apr 2014 Engine Dyno Calibration (full range / EtOH)

15 Apr 2014 Vehicle Calibration

16 Apr 2014 Vehicle Demonstration

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9 10 11 12 13 14

Analysis Engine Test Vehicle Test

Design Controls Calibration 15

16


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

4

Relevance


0%

5%

10%

15%

20%

25%

30%

35%

FTP City Highway Combined

Fuel Economy Improvement

Results – Fuel Economy

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Fuel Economy Improvement

FTP City Highway Combined

30% 17% 26%

Accomplishment/Progress

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Vehi

cle

Spee

d (M

PH)

Time (S)

FTP City Cumulative Fuel Consumed

Goal = 25% improvement in combined FTP City and Highway fuel economy

achieved in Powertrain Test Cell, vehicle results are pending

This cumulative

fuel consumed

equates to a

30% improvement

in Fuel Economy

Goal


Results – Performance

6


Vehicle Performance

0 to 30 MPH Time (sec)

0 to 60 MPH Time (sec)

1/4 Mile Time (sec)

MAMF 2.4L 3.20 8.73 16.80

4.0L 3.31 8.66 16.77

Goal = Maintain comparable vehicle performance to the

reference engine

Goal Achieved

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0 1000 2000 3000 4000 5000 6000

BM

EP (k

Pa)

Engine Speed (rpm)

Alpha 2 Engine @ 12.0:1 CR

Goal

E85-Stoich

Gasoline-Stoich


Results – Tailpipe Emissions

7

FTP City Cycle Highway Cycle

Bag Weighted g/mi NMOG NOx CO NOx

Vehicle Status 0.014 0.009 0.18 0.003

Emission Standard 0.010 0.020 2.10 0.026


Goal = Tailpipe emissions demonstrated at Tier 2, Bin 2

Goal was not yet achieved, but the equivalent Tier 3 standard was

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NO

x (g

/mi)

NMOG (g/mi)

FTP City Emissions Results & Standard

Bin 2 Bin 3 Bin 4

Bin 5

Bin 6

Bin 7

Bin 8

First Test

Best Test 0

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FTP CityNMOG

FTP CityNOx

FTP CityCO/10

HighwayNOx

Emis

sion

s (w

td. g

/mi)

Emissions Results 0.21


Technology Approach & Contribution

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Approach

Low Lock-up Speed

Ideal Engine Operation 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

Fuel Economy Improvement = 26%

Base Engine Design,

Controls, & Calibration

Thermal Management

12%

6%

6%

1% 1%


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EP

(bar

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Engine Speed (rpm)

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Engine Efficiency

Gasoline Only &

Full-Range Lambda = 1

BSFC, g/kWh

Engine Out NOx, ppm

CA50, °ATDC

Engine Out HC, ppm


200

220

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260

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0 50 100 150 200 250B

SFC

(g/k

W-h

r)

Torque (Ft-lbs)

2000 rpm Load Sweep

4.0L baseline

Alpha 2 engine16.3%

Engine Efficiency

The Alpha 2 engine fuel consumption is at or below goal throughout the load range


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200

220

240

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0 50 100 150

BSF

C (g

/kW

-hr)

Power (kW)

Minimum BSFC

Goal

Alpha 2 - 12.0:1 CR

The Alpha 2 engine fuel consumption is well below the 4.0L at a given torque

Engine efficiency alone yields a 12% Fuel Economy improvement (combined cycle)

8.4%


Ideal Engine Operation - Low Lock-up Speed

11


Assessed Fuel Economy Gain Over Baseline = 6.3 % (combined)

6.3%

40-45% reduction

Surrogate vehicle trans-input vibration below 1/3 deg. p-p to 1100 rpm: low speed lock-up enabler

13.5%


Thermal System Control

12

Rapid Warm-Up Time Optimization OSU developed an optimized thermal system control strategy to transfer energy from engine coolant to oil and transmission fluid (ATF), achieving rapid warm-up

Increased temperatures reduce viscosity and friction losses, improving vehicle fuel economy

System achieves a 35% transmission fluid warm-up time reduction

Warm-Up & Temp Conditioning Combined

Energy-Efficient Coolant Temp Conditioning Control algorithm coordinates hybrid coolant pump, electric thermostat and radiator fan to optimize energy consumption during fluid conditioning

An energy balance conducted in simulation illustrates the effects of the control strategy in reducing various energy losses on the engine crankshaft

% Fuel Economy Improvement

City Highway Combined

1.1% 0.5% 0.85%

0 200 400 600 800 1000 1200 140020

40

60

80

100

T A

TF [C

]

Time [s]

Energy Loss Baseline Optimized Difference % Reduction

Transmission 2.838 MJ 2.755 MJ 0.083 MJ 3.0%

Engine 0.716 MJ 0.679 MJ 0.037 MJ 5.2%

Coolant Pump 0.147 MJ 0.125 MJ 0.003 MJ 15.4%

Radiator Fan 0.032 MJ 0.007 MJ 0.025 MJ 78.9%

Total 3.733 MJ 3.566 MJ 0.168 MJ 4.5%


0

15

30

45

60

Spe

ed [m

ph]

0 200 400 600 800 1000 1200 1400 1600 1800 20000

0.25

0.5

0.75

1

Time [s]

FC R

educ

tion

[%]


Ancillary Loads Reduction

Experimental tests conducted in vehicle show that the control strategy improves fuel economy and maintains battery charge without degrading its life

OSU developed a supervisory energy management strategy to utilize the battery as an energy buffer to reduce alternator loads, improving fuel economy

Vehicle Electrical System Control

Fuel Consumption Comparison with Baseline Control Strategy

The OSU control (Adaptive Pontryagin Minimum Principle, A-PMP) manages the current split between battery and alternator for fuel economy, in presence of constraints (on voltage, current and battery charge)

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Baseline A-PMP

0 200 400 600 800 1000 1200 1400 1600 18000

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Time [sec]

Veh

icle

Spe

ed [M

PH

] B

atte

ry V

olta

ges

[V]

0

20

40

60

Veh

. Spe

ed [m

ph]

0 200 400 600 800 1000 1200 1400 1600 1800 20000

2

4

6

Time [s]

FE Im

prov

emen

t [%

] % Fuel Economy Improvement

City Highway Combined

1.3% 0.8% 1.0%

13


This presentation does not contain any proprietary, confidential, or otherwise restricted information 14

Two vehicles were built for development and demonstration of performance, emissions and fuel economy

Accomplishments:

• Packaging: Emissions and fuel economy hardware was packaged in the vehicle including thermal protection

• Communication: Network utilizing a Gateway was developed to manage the communication between the vehicle and powertrain systems

• Software: Prototype control software was developed to manage the operation of emissions and fuel control devices

• Instrumentation: Full powertrain instrumentation was complete and packaged in vehicle Stow-n-Go compartment

• Thermal Management: High and Low Temperature Radiators were developed and packaged to efficiently manage thermal energy

Instrumentation Vehicle #2

Vehicle #1


Vehicle


Cold Start Emissions Control

Hardware changes resulted in 250ºC catalyst brick temperature increase

• Low catalyst temperatures were observed during the FTP cycle (especially at cold start) • Exhaust system mass was decreased with Dual Wall Air Gap (DWAG) exhaust manifold and optimized

exhaust flow path

72

325

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0 5 10 15 20 25

Tem

pera

ture

(Deg

C)

Time (S)

Catalyst Light-Off Temperatures (FTP City) Original Manifold…


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This presentation does not contain any proprietary, confidential, or otherwise restricted information 16

00.020.040.060.08

0.10.120.140.160.18

0.20.22

A B C

Emis

ssio

ns (w

td g

/mi)

Powertrain Test Cell FTP City Emissions Results

NMOGNOxCO/10

Emissions Results (Hardware Evaluation)

Secondary Air Secondary Air Secondary Air

Cast Stainless Steel Manifold DWAG Manifold DWAG Manifold

Bypass Tube Bypass Tube

Flow Diverter Valves Flow Diverter Valves

Optimized Catalyst



ANL Dual Fuel: Gasoline + Diesel

17

Engine Testing: Conventional Diesel and Gasoline Fuels • Achieved 210 g/kW-hr BSFC during Diesel Assisted Spark

Ignition (DASI) operation • Decreased the diesel percentage needed for DASI operation

by 3%

Engine Testing: Alternative Fuels (Fischer Tropsch Diesel and Ethanol Blends) • Increased DASI operation Break Thermal Efficiency from 40%

to 45% using E85 and FT diesel • Knock does not limit efficiency like with conventional fuels • Increased DMP operational range from 160 kPa boost down to

130 • Increased off-peak engine Break Thermal Efficiency by 2 – 3% • Decreased the diesel percentage needed for DASI and DMP

operation by 5%

Approach & Accomplishment/Progress

CFD Modeling • Extensive validation of diesel & GDI single and multi-hole sprays against X-ray data from the Advanced

Photon Source • Both RANS and LES turbulence models tested - both captured trends well • Genetic Algorithm used to optimize key engine parameters under Diesel Micro Pilot (DMP) operation

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6 7 8 9 10 11 12 13 14 15 16B

TE [%

]

BMEP [bar]

DASI with E85 & FT diesel

1600 rpm

2000 rpm


Partnerships / Collaborations

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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


Project Summary

• A downsized, highly-diluted, spark-ignited concept engine has been demonstrated and comes very close to meeting all the project goals

• Fueling with two fuels, though very efficient, does present challenges – Durability / fouling of the fuel injector for the lesser-used fuel – A single, high performance fuel would be preferred – For the demonstration vehicle SI case, it means a higher Octane fuel

• High engine efficiency, presents challenges as well – Namely low exhaust temperatures and poor catalyst performance – Further exploration in developing catalyst materials that operate at lower temperatures

is of high value

• Two-stage turbocharging presents challenges regarding cold start emissions

– A systems approach that addresses thermal mass and engine efficiency must be taken

19


Thank You

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Technical Back-Up Slides

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0 5 10 15 20 25 30 35250

255

260

265BSFC and COV of IMEP vs. EGR Rate (ACIS)

EGR Rate [%]

BSF

C [g

/kW

h]

0 5 10 15 20 25 30 350

3

6

9

Lump Sum

CO

V of IMEP [%

]

COV Limit of 3%

Operating Point: 1500 RPM, 5 bar BMEP2 5 8 10

0

1

2

3

4

5

6

BMEP at 1500 RPM [bar]

Perc

ent B

enef

it [%

]

Percent BSFC Benefit over 1-Plug, 1500 RPM

3-plugACIS

10 15 20 25 30 35 402

4

6

8

10

12

Corrected Fueling [mg/cyc./cyl.]

Cor

rect

ed N

MEP

[bar

]

NMEP vs. Fueling for Different Ignition Systems

1-Plug3-PlugACIS

Ignition Systems Study

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Results • Systems tested: 1-plug and 3-plug baseline systems,

Federal Mogul Advanced Corona Ignition System (ACIS)

• For each ignition system, EGR rate at each operating point is selected to minimize BSFC while maintaining combustion stability

• All systems tested thus far show 1-5% benefit over single-plug conventional system


Ion Sense / Combustion Feedback


23

• Delphi Ion-Sense Combustion Sensing – Ignition Coil technology coupled to an Ion Sense

Development Controller (ISDC). ISDC electronics have been updated to accept a wider range of ion current input that is generated by the Alpha 2 engine at high speeds and loads

• Algorithm and Software Development – All algorithm and software development activities

have been completed for all combustion feedback parameters including combustion phasing, knock, and combustion stability

• Real-Time Ion-Sense Combustion Feedback on Dyno and Vehicle

– Real-time combustion feedback has been implemented and demonstrated on three engine dyno installations and installed on two vehicles

• Combustion Phasing – Combustion phase detection range of operation

expanded by 38% from last year’s performance

• Knock Detection calibration work continues – Refinement for combustion feedback spark control

Ion-sense Combustion Feedback hardware integrated into

demonstration vehicle for real-time control

Ion-sense knock feedback mimics pressure-based reference

Combustion phasing range extended while maintaining accuracy

Red = 2013 Alpha 1 Blue = 2014 Alpha 2


Vehicle Status - BSG

Belt-Starter Generator (BSG) was intended to be used for Stop / Start operation, but it is not likely needed to achieve the 25% fuel economy savings. If needed, the BSG reduces fuel consumption by shutting off the engine during idle conditions saving an estimated 4% fuel during an FTP city cycle (3.2% savings combined)

BSG

E-Tensioner

Accomplishments: • BSG is operational and able to maintain

vehicle battery charge and hot start the vehicle

• Calibration complete on the E-Tensioner torque request vs. tensioner force

• Prototype software was developed to control transmission, E-Tensioner, and BSG during a shut down and start up event

Stop Start FTP FE benefit estimate

FTP City estimated

benefit: +4%

24



ANL Spray Modeling & Engine Optimization Through CFD

25


Extensive validation of diesel/GDI single and multi-hole sprays against x-ray data from APS

Both RANS and LES turbulence models tested. Both models could capture global trends quite well. The need for improved turbulent dispersion model with LES was identified

Genetic Algorithm was used to optimize the key engine parameters under DMP stable conditions

DASI or other highly unstable operating conditions need advanced LES turbulence modeling to define a criteria for stability

Diesel x-ray

Diesel CFD

GDI x-ray GDI CFD

Documents

A MultiAir / MultiFuel Approach to Enhancing Engine System ...Performance Specs / Engine Selection : 2 . Jul 2011 : Dyno Engine Design . 3 : Nov 2011 . Procure, Build, Initial Test