DOE Merit Review Arlington, Virginia May 19th, 2009 · · 2014-03-20DOE Merit Review Arlington, Virginia May 19th, 2009 ... control-oriented mean-value engine model development

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DOE Merit Review – Flex Fuel Vehicle Systems

DOE Merit ReviewArlington, Virginia

May 19th, 2009

Hakan YilmazAdvanced Systems Engineering

Gasoline Systems, Robert Bosch LLC

Contract: DE-FC26-07NT43274 Project ID: ft_13_yilmaz

“ This presentation does not include any confidential material”

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• Project Overview

• Barriers and Approach

• Accomplishments and Next Steps

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RICARDOBOSCH

Mark ChristieCo-Principal Investigator

Joseph LullProject Manager

Powertrain Development Simulations

Engine DesignPrototype Procurement

Anna StefanopoulouCo-Principal Investigator

Nestor OliverioKyungho AhnDonghoon Lee

(GSRA)

Hakan YilmazPrincipal

Investigator

Michael CarusoProject Manager

EngineManagement

System Calibration

Li JiangSystem Engineer

Controls

Julien VanierProject System

Engineer

Engine Test Operations

Prototype Procurement

UNIVERSITY OF MICHIGAN

DEPARTMENT OF ENERGY

Jeff KooserContract Specialist

Samuel TaylorProject Manager

Advanced FFV – Project Organization

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Timeline B arriers & Targets

B udget P artners


• Start – October 2007

• Finish – September 2010

• 50% complete

• Robert Bosch LLC

• Ricardo, Inc

• University of Michigan, Ann Arbor

• Total project funding

DOE - $1,849K

C ontractor - $2,099K

• F unding received to date – $890K

• F Y 2009 DOE - $554K

• B arriers P owertrain optimization cons traints for F F V s High application effort for different fuels C os t and complexity of ethanol detection

• Targets 10% fuel efficiency improvement with E 85 ULE V level emis s ions with E 85 E thanol detection, accuracy<5%, time<1 min)

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E ngine Optimization for G as oline & E thanol DI S ys tem C oncept for E mis s ions

G M E cotec 2.0 L I4 G DI – V V T – T C – Increased P MAX and C ompression R atio

E thanol Detection via P S -C Model B as ed C ontrols via P S -C

Fueling System

Cylinder Pressure Sensor

ENGINE

Ethanol Content

Other enginevariables CONTROLLER

Model

Ethanol Content

ModelParameters

ResidueGeneration

ResidueGeneration

cylP̂

Injection Control

Split (Sp) / Single (Si)

cylP

Model Parameter

Adaptation

Injection Mode Feedback

Etoh%

Fuel Spray [is] Cylinder

Gaseous Charge

(Tcyl, mjfv, ma, meg)

am

egm

Fuel Spray [cs]

][, siflcylQ

][, scflcylQ

jcfvm

s][

jifvms][

j

ifvmiflTss ][,][

j

cfvmcflTss ][,][

jinjcflm

s],[

W

wQ

jinjiflm

s],[

Multi-component fuel droplet vaporization model


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Advanced F F V – P roject Timeline

0 3 6 9 12 15 18 21 24 27 30 33 3610/07 01/08 04/08 07/08 10/08 01/09 04/09 07/09 10/09 01/10 04/10 07/10 10/10

Phase 1

Phase 3

T-2

T-6

Phase 2

Phase 4

T-3T-4

T-1

T-7

T-10

T-12

T-5

T-8T-9

T-11

T-12

K-Off M-1 M-2 M-3 M-4

Task 1 – Combustion Concept Design Task 2 – Modeling for Control StrategiesTask 3 – Performance Model SimulationTask 4 – Vehicle Simulation Study Task 5 – Base Level Engine Control Unit IntegrationTask 6 – System SpecificationTask 7 – Design of Modified Engine ComponentsTask 8 – Development of Base Engine and Powertrain Management SystemsTask 9 – Base Level Vehicle Platform DevelopmentTask 10 – Procurement and Adaptation of HardwareTask 11 – Control Strategies for Engine and Powertrain Management SystemTask 12 – Engine Management Software DevelopmentTask 13 – Base Engine Application


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Advanced FFV – Fuel Efficiency and Performance Goal :

Optimized engine des ign for improved combus tion performance Hardware s tructural robus tnes s for all fuel blends Minimized fuel economy penalty due to increas ed ethanol content E nhanced performance through exploitation of fuel properties

Barriers: E ngine hardware peak cylinder pres s ure capability res tricts E 85 performance volumetric compres s ion optimized for gas oline only additional NV H meas ures neces s ary for E 85 combus tion

E ngine management s ys tem fuel s ys tem pres s ure not s ufficient for high ethanol content injection dynamic flow rate optimized for gas oline boos t / V V T s ys tems require optimization for ethanol

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Advanced FFV – Fuel Efficiency and Performance Approach: E ngine Optimization

Larger F uel P ump R evis ed F uel S pray Late Intake Valve C los ing High C ompres s ion R atio R evis ed P is ton B owl 140 B ar P max

0

2

4

6

8

10

12

0 50 100 150 200 250 300 350 400CA Deg

Valv

e Li

ft (m

m)

Std Plus 20 Deg

Std Plus 40 Deg

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Advanced FFV – Fuel Efficiency and PerformanceBSFC

200

250

300

350

400

450

500

550

600

0 10 20 30 40 50 60 70 80

RL (%)

BS

FC

(g

/kW

-hr)

E85 Spk Inj Optimized E0Optimized E85Optimised

Optimized part load calibration

Trans mis s ion s hift pattern f{E xx}

High C ompres s ion ratio + LIV C

F uel E fficiency Improvement:

2 – 2.5%

2 – 5 %

3 – 4 %

Methodology:

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Advanced FFV – Emissions Goal :

Achieve ULE V emis s ion levels with all fuel blends E 0..E 85 Define potential path to reach S ULE V Optimized combus tion des ign for different fuels No additional after-treatment s ys tem complexity

Barriers: C old s tarts with E 85 s ignificantly higher ethanol injection quantity res ulting in increas ed HC delayed catalys t heating due to higher water concentration

Increas ed wall wetting and oil contamination with increas ed ethanol content increas ed HC emis s ions and s moke

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Advanced F F V – E miss ions – Approach

2400

Cum

ulat

ive

HC

em

issi

ons

Principal sketch, FTP-cycle

0 2 10 20

Post Light-Off

Time [s] BOSCH

sidemounted

centrallymounted

Start High-PressureStratified Start

suction compr.

TDC BDC TDC BDC

combust.

Multi injection

injec.

Catalyst-Heating Homogenous-SPlit

suction compr.

TDC BDC TDC

1st inj

BDC

combust.

Multi injection

2nd inj


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Advanced FFV – Emissions Methodology:

P is ton bowl des ign for HC emis s ion reduction increas ed bowl width for improved air/fuel mixture optimized fuel s pray deflection angles s moother s urface trans itions decreas ed crevice volumes

Injector des ign s pray targeting for fuel mixture preparation alignment features added for ins tallation

Injection S trategies high pres s ure s tratified s tart advanced catalys t heating with homogenous s plit

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Advanced FFV – Ethanol Content Estimation Goal :

Develop a s ys tematic approach to achieve an accurate, robus t, and fas t ethanol content es timation for engine performance optimization, even in the pres ence of component aging and s ens or drifts

Barriers: Direct meas urement from E thanol s ens or on fuel line additional cos t and s ys tem complexity

Indirect es timation by E xhaus t G as Oxygen (E G O) s ens or s ens itive to mas s airflow s ens or drift and fuel s ys tem failures requires coordination of fuel s ys tem and ethanol content adaptation

Indirect es timation by C ylinder P res s ure S ens or (P S -C ): robus tnes s and accuracy has not been addres s ed for combus tion and heat

releas e bas ed detection

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Advanced FFV – Ethanol Content Estimation Approach: extract the charge cooling

effects of various gasoline-ethanol fuels, directly injected during the compression stroke, from cylinder pressure measurements

Fueling System


ENGINE

Ethanol Content


Model

Ethanol Content

ModelParameters

ResidueGeneration

ResidueGeneration

cylP̂

Injection Control


cylP

Model Parameter

Adaptation


Etoh%

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Methodology: F uel droplet vaporization model Injection mode control - s ingle / s plit R es idue generation

Advanced F F V – E thanol C ontent E stimation


Gaseous Charge


am

egm

Fuel Spray [cs]

][, siflcylQ

][, scflcylQ

jcfvm

s][

jifvms][

j

ifvmiflTss ][,][

j

cfvmcflTss ][,][

jinjcflm

s],[

W

wQ

jinjiflm

s],[

-7.041.114.207.49-5.77Error EXX76.8268.6059.0245.51-5.77Estimated EXX

2000RPM, 100kg/h-0.282.06-3.942.49-0.34Error EXX

83.7969.5649.7140.75-0.34Estimated EXX2000RPM, 150kg/h

-2.90-3.226.732.53-3.14Error EXX78.7664.2859.7341.02-3.14Estimated EXX

2500RPM, 130kg/h2.13-2.233.04-4.651.71Error EXX

84.2365.5256.3435.351.71Estimated EXX2500RPM, 170kg/h

E85E70E55E40E0

-7.041.114.207.49-5.77Error EXX76.8268.6059.0245.51-5.77Estimated EXX

2000RPM, 100kg/h-0.282.06-3.942.49-0.34Error EXX

83.7969.5649.7140.75-0.34Estimated EXX2000RPM, 150kg/h

-2.90-3.226.732.53-3.14Error EXX78.7664.2859.7341.02-3.14Estimated EXX

2500RPM, 130kg/h2.13-2.233.04-4.651.71Error EXX

84.2365.5256.3435.351.71Estimated EXX2500RPM, 170kg/h

E85E70E55E40E0P reliminary E mpirical R es ults

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Advanced FFV – Engine Controls Goal :

Optimized engine controls for all fuel blends R obus t and fas t adaptation of engine control parameters Minimum additional calibration effort

Barriers: C urrent engine controllers adjus t the s park and fuel injection timing, variable

valve timing and boos t in a feedforward manner

s ignificant additional calibration efforts for different fuel blends deviation from optimal calibration due to interpolation inaccuracies lack of coordinated control of air path during s peed/load trans ients

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Advanced FFV – Engine Controls Approach: model-bas ed clos e-

loop control of combus tion events via cylinder pres s ure s ens ors

Methodology: In-cylinder pres s ure s ens or

bas ed clos ed-loop combus tion control via s park timing decoupled from ethanol content

Optimized E G R control via V V T during part load trans ients

C oordination of electronic throttle, turbo charger was te-gate, and V V T s ys tem in boos ted regions

Variable Camshaft

Electronic Throttle

Fueling System

Intake Manifold(pim)

Exhaust Manifold(λ)

Compressor

Spark

Wastegate

Feedback Combustion Controller

Feedback Air Path

Controller

Feedforward Controller

Torque Structure

(θwg, θth, φVVT)*

(T)*

Induction Volume(pb)

Σ(pb, Wa)*

Σ

Combustion Feature Extraction

(CA50, CA10-90)

(CA50, CA10-90)*

(Knock Intensity)

Fuel Composition Adaptation

Turbo

Intake Volume(Wa)

(pb, Wa)

Fuel System Adaptation

Etoh%

Σ(λ)*

(λ)

Σ

Σ

(φS)*

Direct Injection Spark Ignition

Engine(N, pcyl)

(λ, pb, Wa)

(pcyl)

(pcyl)

(N, α)

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Advanced FFV – Engine Controls

Engine

Turbine

Cam Phasing

Exhaust Manifold

Fuel Injector

xr

Neng

θth

θtVO

θEVC

Air Fuel

Signals

tinj

pfuel

pb, Tb

λ

Wair

Outputs

WfuelNtc

+

Wastegate

Induction Volume Intercooler CompressorThrottle

Intake M

anifoldDwg

etoh

pim, Tim

pem, Tem

pex, Tex

Exhaust Back-Pressure Drop

θSOI

Methodology: control-oriented mean-value engine

model development E ngine C ontrol Unit development on

B os ch ME D17 bas e-level engine control algorithms

with component packages flex-fuel capable platform cylinder pres s ure s ens ing

C ylinder P res s ure Adapted B oard

B os ch C ylinder P res s ure S ens or

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Advanced FFV – Engine Controls Methodology: E ngine C ontrol Unit development on B os ch ME D17

vehicle-level calibration and integration (C hevrolet HHR )

0 10 20 30 40 50 60 70 800

50

100vehicle speed [km/h]

0 10 20 30 40 50 60 70 800

2000

4000engine speed [RPM]

0 10 20 30 40 50 60 70 800

100

200intake mass airflow [kg/h]

0 10 20 30 40 50 60 70 80-50

0

50spark timing [degCA bTDC]

time [sec]

-100 -80 -60 -40 -20 0 20 40 60 800

10

20

30

40

50

crank angle [deg]

Pcy

l [ba

r]

10 15 20 25 30 35 400

5

10

15

time [sec]

imep

[ba

r]

t = [15s, 16s]

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F uel E fficiency and P erformance Approach

S tatus Next S teps

• P rototype hardware procurement

• Integration of engine and vehicle hardware

• E ngine parameterization with new hardware

• Increas e maximum cylinder peak pres s ure

• Optimize volumetric compres s ion ratio

• Increas e fuel rail pres s ure

• E nlarge Injector dynamic flow rate

• E nable late intake valve clos ing

S pecification of induction and fuel s ys tem

E ngine hardware des ign for P MAX 140 B ar

E ngine hardware des ign for ethanol fuels

C am s haft profile s pecification for LIV C

P is ton des ign for increas ed compres s ion ratio


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E mis s ions Approach

S tatus Next S teps

• P is ton bowl des ign for HC emis s ion reduction

• S pray targeting for fuel mixture preparation

• High pres s ure s tratified s tart

• Advanced catalyst heating with homogenous s plit

Increas ed bowl width for improved mixture

optimized fuel s pray deflection angles

s moother s urface trans itions

decreas ed crevice volumes

S pray targeting for fuel mixture preparation

• E ngine hardware procurement

• DI injection s ys tem integration

• High pres s ure s tratified s tart implementation

• Advanced catalyst heating with homogenous s plit


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E thanol C ontent E s timation via P S -C Approach

S tatus Next S teps

Fueling System


ENGINE

Ethanol Content


Model

Ethanol Content

ModelParameters

ResidueGeneration

ResidueGeneration

cylP̂

Injection Control


cylP

Model Parameter

Adaptation


Etoh%


Gaseous Charge


am

egm

Fuel Spray [cs]

][, siflcylQ

][, scflcylQ

jcfvm

s][

jifvms][

j

ifvmiflTss ][,][

j

cfvmcflTss ][,][

jinjcflm

s],[

W

wQ

jinjiflm

s],[

Multi-component fuel droplet vaporization model

• Online adaptation algorithm to achieve fas t and accurate es timation of the ethanol content

• R obus tness improvement of the propos ed ethanol detection s trategy by integrating the information from other exis ting s ens ors

• Vehicle-level implementation of the concept

• E xtract the charge cooling effects of fuels , injected during the compres s ion s troke, from the cylinder pres s ure meas urements

• C apture the effects of ethanol concentration on the evolution of cylinder pres s ure us ing a multiple component fuel vaporization model

• Introduce s ingle and s plit injection to enable the computation of residue feature

E thanol detection concept via P S -C during compres s ion s troke

C orrelation of fuel vaporization model with experimental data at s pecific operation conditions for E 0, E 55, and E 85

C orrelation of the residue feature, extracted from meas ured cylinder pres s ures , with meas ured ethanol content


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E ngine C ontrols Approach

S tatus Next S teps

T he concept lay out for model-bas ed clos e-loop control of combus tion event via in-cylinder pres s ure s ens ing

A control-oriented mean-value engine model

Vehicle-level development and calibration of the bas e E C U with in-cylinder pres s ure s ens ing

• Multi-variable feedback controller for combus tion and s ub-s ystem controls

• P arameterization of the engine model with data from the optimized engine

• Vehicle-level inves tigation of trans mis s ion s hift s trategy bas ed on ethanol content in fuel

• In-cylinder pres s ure s ens or bas ed clos ed-loop combus tion control via s park timing

• Optimized E G R control via V V T during part load trans ients

• C oordination of electronic throttle, turbo charger was te-gate, and V V T s ys tem in boos ted regions


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“P arameter Optimization of a Turbo C harged Direct Injection F lex F uel S I E ngine” C hris tie, M., F ortino, N., Yilmaz, H. (2009). SAE Technical Paper 2009-01-0238

“Parameterization and Simulation for a Turbocharged Spark Ignition Direct Injection Engine with Variable Valve Timing” Jiang, L., Vanier, J., Yilmaz, H., Stefanopoulou, A. (2009). SAE Technical Paper 2009-01-0680

“Ethanol Detection in Flex-Fuel Direct Injection Engines using in-Cylinder Pressure Measurements” Oliverio, N., Jiang, L., Yilmaz, H., Stefanopoulou, A. (2009). SAE Technical Paper 2009-01-0657

“Modeling the Effects of Fuel Ethanol Concentration on Cylinder Pressure Evolution in Direct Injection Flex-Fuel Engines” Oliverio, N., Jiang, L., Yilmaz, H., Stefanopoulou, A. (2009). In Proceedings of 2009 American Control Conference, St. Louis, Missouri, USA, June 10-12, 2009

Patent Application on Fuel Composition Recognition and Adaptation System

Advanced FFV – Publications and Patents

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DOE Merit Review Arlington, Virginia May 19th, 2009 · · 2014-03-20DOE Merit Review Arlington, Virginia May 19th, 2009 ... control-oriented mean-value engine model development