Simulation and Optimization of Hsdi Diesel Engine for Suv to Meet Bharat 4 Emission Norms in India

7/30/2019 Simulation and Optimization of Hsdi Diesel Engine for Suv to Meet Bharat 4 Emission Norms in India

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN

0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

494

SIMULATION AND OPTIMIZATION OF HSDI DIESEL ENGINE FOR

SUV TO MEET BHARAT 4 EMISSION NORMS IN INDIA

Pundlik R. Ghodke1

, Dr. J. G. Suryawanshi2

*(Research Scholar, VNIT Nagpur / DGM Mahindra Research Valley, Chennai, India)Email: [email protected]/[email protected])

**(Associate Professor, Mechanical Engineering Department, VNIT, Nagpur, India)Email: [email protected] ):

ABSTRACT

Direct injection diesel engine offers Performance and fuel economy benefit. Use of performance

prediction software helps to reduce engine optimization time, reduces effort and cost ofdevelopment.

In the present work, base engine performance prediction was done by use AVL Boost software.

This Model was validated by actual engine test results. This model is used for parametric study

for further performance prediction. AVL Cruise software was used to predict 14 modes steadystate speed-load points engine of Bharat stage 4 emission test cycle. These 14 modes were used

for emission optimization on engine test bed. Design of experiment technique was used foremission optimization. INCA base CAMEO software is used for optimizing combustion

parameters. Xcel base program was developed for comparing engine out hot emissions to chassis

dynamometer vehicle hot emissions. This technique of emission development reduces

engine and vehicle emission development time.

Keywards : BSFC, BMEP, CO, DOC, EGR, SUV

I. INTRODUCTIONDiesel engine performance and emission development is need in current automobile industry dueto future stringent emission norms, noise and CO2 norms. India has adapted partially Europeannorms with emission limit same but modified test cycle with limited maximum speed from 120

kilometer per hour to 90 kilometer per hour. Bharat stage emission norms based on Indian road

conditions.In present work, engine performance development and vehicle emission development were done

for Bharat stage 4 norms which were introduced in metros and major cities of India from April2010 onward .Rest of India still follows Bharat stage3 norms. To reduce emission development

INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING ANDTECHNOLOGY (IJMET)

ISSN 0976 6340 (Print)

ISSN 0976 6359 (Online)

Volume 3, Issue 2, May-August (2012), pp. 494-510

IAEME: www.iaeme.com/ijmet.html

Journal Impact Factor (2012): 3.8071 (Calculated by GISI)www.jifactor.com

IJMET

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time, [3] AVL BOOST simulation software was used to predict the engine performance before

prototype was built. To reduce emission development time on chassis dynamometer, AVL Cruise

software [4] were used for generating 14 steady mode points of engine speed and load conditionwhich represents actual emission test cycle when vehicle was tested on chassis dynamometer for

emission.

After engine was optimized for emissions at 14 mode points further test work was done onvehicle tested in chassis dynamometer.This methodology of test reduces major emission development time of chassis dynamometer.

In emission test cycle, engine operates at different speed and load points based on transmission

ratio and axle ratio, tyre radius and reference mass of vehicle. It became more complex tooptimize engine as whole on vehicle and meet emission. Hence a systematic approach was

developed to convert emission cycle in to 14 steady state key points with time weightage factor

by use of AVL Cruise software.Engine performance was predicted by use of AVL Boost software before engine in existence.

Boost Model engine gives fair confidence of reaching desired engine performance before actual

testing of engine on dynamometer. With this engine Boost model parametric study was done to

access the desired engine full load performance.Major performance development work was done on test bed by optimizing injection parameters

of common rail and selection of suitable hardware like piston bowl shape, turbocharger and EGR

with cooler.Engine part load optimization, 14 mode points and smoothening of injection parameters were

done on test bed. Major parameters like EGR rate, injection timing pilot injection and were done

on steady state test bench.Once base is established engine was fitted on vehicle and further work started on vehicle on

chassis dynamometer. During chassis dynamometer test EGR rate and oxidation catalytic

convertor loading was optimized to reach to desired emissions.With this method it is possible to reduce the engine emission development time and reduce the

cost of testing.

II. ENGINE AND VEHICLE SPECIFICATION USED FOREXPERIMENETATION

Table 1 shows base engine and vehicle specification. Full load performance targets for power

upgrade to 103 kW rating and Bharat stage 4 emission targets were kept for development.

Table1: Engine and vehicle specification for experimental setup.

Engine Type

Base Engine specificationsUpgraded Engine

specifications

2.2L, Inline, 4 cylinders, DOHC,

HSDI Diesel

2.2L, Inline, 4 cylinders,

DOHC, HSDI Diesel

CompressionRatio

18.5 : 1 16.5: 1


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Rated Power 88 kW 103 kW

Rated Speed 4000 rpm 3750 rpm

Injection System Common Rail, Bosch Gen 2 Common Rail, Bosch Gen 2

Air System VGT Gen 2 TurbochargerGen 3.5 S vane VGT

Turbocharger

Emission Bharat stage 3 Bharat stage 4

Vehicle

specificationsSUV SUV

GearboxManual Transmission with 5

forward+ 1 backward

Manual transmission with 5

speed + 1backward

Axle ratio 4.1 4.1

Rolling radius 0.331 m 0.331 m

III. METHODOLOGYFollowing methodology was followed during performance and emission upgrade of engine andvehicle to meet Bharat stage 4 emission norms.

3.1Thermodynamic Engine model by use of AVL Boost software for simulation and

validating it with base engine.3.2Parametric study on Engine model by use of AVL Boost software to predict engine full

load performance3.3Generation of steady state 14 mode speed- load points and its weightage factor by using

AVL Cruise simulation software

3.4Full load Performance development and testing of engine on steady state test bench3.5Hot emission development on engine for steady state test bench as per 14 mode speed

load- points.

3.6 Optimizing vehicle for hot emission on chassis dynamometer and verification withengine dynamometer 14 mode point results.

After successful correlation of hot emission on engine and vehicle, cold correction were appliedand best practice in industry was followed for further vehicle calibration work. Like summer,winter calibration and drivability and comfort functions etc which were not taken in the present

work scope of this paper.

3.1 Thermodynamic Engine simulation model by use of AVL BOOST software


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International Journal of Mechanical

0976 6359(Online) Volume 3, Issue

Base engine simulation model

Performance output of the mod

This validated Boost model wasperformance target of 103kW.

parametric study and full load pe

Fig. 1: A

During developments of boost m

to design and thermal boundary

155 bar. Maximum exhaust gas

material constraint. Engine Oil

speed was allowed up to 2,10,0Engine noise target were kept to

speed was constrained to 4750 r

3.2 Parametric study on AVL B

Engine full load performance w

4000 rpm keeping boundary con

Full load comparison of Boost si

0

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40

60

80

100

120

1000

Power,kW

Engineering and Technology (IJMET), ISSN 0976

2, May-August (2012), IAEME

497

as generated on computer by use of AVL Bo

el was compared and validated with base eng

used for parametric study to predict the desireFigure 1 shows AVL Boost model of Engine

rformance prediction.

VL Boost model for experimental engine

odel, following practical boundary conditions

onditions of engine. Engine cylinder pressure

temperature was limited to 760 deg C based

temperature was allowed up to 130 deg C. M

000 rpm. Pressure before turbocharger was li97 dBA at full load and full speed. Maximum

m based on design and operating limit of engin

ost Engine Model

as predicted for entire speed- load condition f

dition of cylinder pressure of 155 bar maximu

mulated results with actual engine tested result

1500 2000 2500 3000 3500 4000

Engine speed, rpm

Actual

Tested

Simulated

6340(Print), ISSN

ost software [3].

ine performance.

engine full loadmodel used for

ere imposed due

as limited up to

on turbocharger

aximum Turbine

ited 2300 mbar.allowable engine

e valve train.

om 1000 rpm to

. Figure 2 shows

f engine.


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Fig. 2: Engine Full load performance comparison of simulated and actual tested results.

.Figure 3 shows Predicted engine torque and actual engine tested results which were matching

96% to actual tested results. Actual test results are slightly lower to the fact that turbocharger air

flow was observed lower in actual engine.

Fig. 3: Engine Torque comparison of Actual tested and simulated results.

Figure 4 shows Brake specific fuel consumption of actual tested engine and simulated resultsfrom AVL Boost model. Simulated results were matching with actual test results. In all speed

actual results are slightly higher that predicted result due to simplified assumption made in boost

model.

Fig. 4: Engine power and BSFC Vs engine speed of actual tested and simulated results.

Figure 5 shows simulated results and actual tested results of engine at different engine full loadoperating speed. Simulated results showing higher temperature than actual except at 4000 rpm.

This is possible due to fact that simplified assumptions done in boost combustion model. Hence

results were not closer to actual test results.

0

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1000 1500 2000 2500 3000 3500 4000

Engine speed, Rpm

TORQUE

Actual Tested

By Simulation

150

170

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270

290

1000 1500 2000 2500 3000 3500 4000

Engine speed,rmp

BSFC

g/kwhr

Actual

testedSimulated,


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Fig. 5: Exhaust temperature Vs engine speed comparison of actual tested and simulated results

Figure 6 shows the combustion noise comparison of boost simulated results and actual tested

engine. Boost result were matching and lower engine speed and at higher speed above 2000 rpmactual engine combustion noise was lower than boost simulated results by around 3 dBA.

Fig. 6: Combustion Noise comparison of actual tested engine and Boost simulated results.

Predicted cylinder pressure was compared with actual testing and is close agreement with actual

tested result based on optimized combustion parameters

Fig. 7: Combustion Noise comparison of actual tested engine and Boost simulated results.

3.3 Generation of 14 mode steady state points for hot emission development on Engine

dynamometer by use of AVL Cruise software

400

450

500

550

600

650

700

750

800

850

900

1000 1500 2000 2500 3000 3500 4000Engine speed,rpm

ExhuastTE

MP,DegC

Actual Tested

By simulation

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80

85

9095

100

1 00 0 1 25 0 1 50 0 1 75 0 2 00 0 2 25 0 2 50 0 2 75 0 3 00 0 3 25 0 3 50 0 3 75 0

NOISEDBA

ENGINE SPEED

COMBUSTION NOISE ACTUAL VS SIMULATED

NOISE ACTUAL NOISE SIMULATED

100

110

120

130

140

150

160

170

180

1000 1500 2000 2500 3000 3500 4000Engine speed, rpm

CylinderPressure,Bar

Actual Tested

By Simulation


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New approach was suggested i

mode steady state speed-points

Excel base program was developkilometer. Table 2 and figure 8

points generated by use of AVL

Fig. 8: AVL Cruise p

Table 2: Steady s

3.4. Full load Performance devel

Experiments were conductedequipped with Horiba 7100 D



500

n this work .Transient emission cycle was co

with time weightage factor by use of AVL Cr

ed for conversion of engine out raw emissionshows engine speed, BMEP, percentage weig

ruise software.

rediction for 14 steady state mode speed-load p

tate 14 mode points for engine testing on test b

opment of engine on test bed

n engine mounted on AVL make Hi Dynamission analyzers, Smart sampler, Cameo an

6340(Print), ISSN

nverted in to 14

ise software [4].

PPM to gram pertage of 14 mode

oints.

d

mic Test BenchINCA interface


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and hi speed data acquisition system for real time measurements all temperatures , pressures and

flows measurements. AVL Indi master for measurement of heat release and cylinder pressure

measurements. Figure 9 show test bed setup used for Experiment.

Fig. 9: Test bench setup for Experiment

Following design were modified in base engine to meet full load performance requirement. [1]Piston with re-entrant bowl with new shape with more cavity volume and depth to modify

compression ratio from 18.5 to 16.5. To meet power demand, variable geometry turbocharger

(VGT) with straight vanes were replaced with S shape vane, VGT turbocharger to meet higherair flow requirement.[2] EGR cooler was used to cool exhaust gas and supply of cooled EGR to

ensure control NOX emissions and particulate trade off at part load condition without increase in

smoke and particulates. Bosch Generation 2 common rail fuel injection system is kept same.Injector hydraulic through flow and spray cone angle is redesigned to suit new modified

combustion bowl. Injector protrusion is re-optimized to suit new combustion chamber design [5,6]. Glow plugs were introduced compulsory as starting aid to minimize the effect of compressionratio on start ability at cold conditions. Figure 9 shows comparison of engine power and Torque

achieved with respect to baseline performance.


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Fig. 9: Full load power and torque curve comparison of base engine and upgraded engine

Figure 10 shows the pilot injection strategies used in optimization of full load performance ofengine at various speeds. Advantages of using pilot injection help in engine NVH characteristic

of engine and increase in power output of engine due to premixed combustion.

Fig.: 10: Main injection and Two pilot injection strategies for full load performance and emission

optimization.

3.5 Hot Emission development on Engine dynamometer

Engine was run-in and oil temperature was stabilized to 90 Deg C and coolant temperature to

97dec C. Engine is operated at each speed and load and row engine out emission were recorded.

These emissions were fed to excel sheet where program is developed to convert engine out

emission from ppm or g/hr to g/km and compared with the limit value of Bharat stage 4 emissionregulations. Design of experiments were conducted to optimize each point by varying the

0

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1250

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1750

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2750

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Engine speed, rpm

EngineTorque

,Nm

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35

50

65

80

95

110

125

140

155

170

Power,kW

Upgraded toruebase torqueupgraded powerbase power

Torque

power


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injection parameters like injection timing, injection pressure, pilot quantity, EGR rate, pilot

separation and different boost pressures to get optimized NOx-smoke trade-off and CO , HC

emission in control. AVL Cameo interfaced with common rail INCA software was used to runengine with different operating points and optimum parameters were selected at each key points.

All optimized key points data was analyzed through excel base

program to check weather optimized results were close to legislation limits or not. By increasingEGR rate PPM level of NOx was optimized. It was observed that smoke levels were drasticallyincreases when engine was optimized for Bharat stage 4 emission norms without EGR cooler.

EGR cooler was used with cooled EGR rate to control NOx and Smoke values to reach Bharat

stage 4 emission limits. Figure 10, 11, 12 and 13 shows engine out NOx, CO, HC and smoke at14 mode points optimized from BS3 to BS4 emissions. Although CO and HC emissions were

more compared to BS3 were controlled by use of closed coupled DOC with higher platinum

loading and brought within the legislation limits.

Fig 10: Engine out NOx emission at 14 mode points

Fig 11: Engine out CO emissions at 14 mode points

0

200

400

600

800

1000

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Mode

Nox,p

pm

NOx,BSIII

NOx,BSIV

0

100

200

300400500

600700

800

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Mode

CO,ppm

CO, BSIII

CO,BSIV


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Fig 12 : Engine out HC emissions at 14 mode points

Fig 13: Engine out smoke at 14 mode points

Figure 14 and 15 shows various engine performance parameters for 14 mode points.

Fig 14: Cylinder pressure at 14 mode point

Fig 15: Exhaust temperature at 14 mode points

020

40

60

80

100

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Mode

HC,p

pm

HC, BSIIIHC, BSIV

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1 2 3 4 5 6 7 8 9 10 11 12 13 14

Mode

S

moke,F

SN

BSIII

BSIV

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90

130

1 2 3 4 5 6 7 8 9 10 11 12 13 14Mode

Cylinder

Pr

essure,b

ar

BSIII

BSIV

0

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400

600

1 2 3 4 5 6 7 8 9 10 11 12 13 14Mode

ExhaustTemp,

Deg

C

BSIII

BSIV


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Figure 16, 17, 18 and 19 shows main combustion and injection parameters.

Fig 16: Engine fueling at 14 mode points

Fig. 17: Pilot 1 and 2 quality at 14 mode points

Fig.18: Pilot 1 and 2 separation at 14 mode points

0

10

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30

40

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1 2 3 4 5 6 7 8 9 10 11 12 13 14

Mode

Fueling,mm3/str BSIII

BSIV

0

1

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4

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Mode

pilotquantity,

mg/stroke

Pilot 1-BSIII

Pilot 1-BSIV

pilot 2 BSIIIPilot 2 BSIV

500

2000

3500

5000

6500

1 2 3 4 5 6 7 8 9 10 11 12 13 14Mode

Pilotseperation,u

sec Pilot 1-BSIII

Pilot 1-BSIVpilot 2 BSIII

Pilot 2 BSIV


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Fig. 19:

Typically more pilot 2 quantity

engine out NOx at these lighengineering margins, optimized

engine speed load condition to

points of view. After smootheniagain hot emission were taken to

targets. If not redo the optimi

targets. In actual conditions Bhacold start. This work were done

test bed by applying cold correct

3.6. Testing and optimizing hodynamometer 14 key point resul

Once Engine was optimized for

injection parameters it was mouand hot emissions of chassis d

dynamometer with AVL make e

Figure 20: Chass

0

2

4

6

8

1 2

M

I,BTDC,



506

Main injection timing at 14 mode points

and separations is required in mode 3 and mor

t load points. After hot emissions are metnjection parameters of 14 key points are smoot

get smooth engine operation in terms of nois

ng of injection parameters at entire engine speensure that engine out emissions are still withi

ation and smoothing till emissions reach wi

rat stage 4 emissions to be met when vehicle iby changing engine coolant and oil temperatur

ions and get same engine out emissions.

emission on chassis dynamometer and matcs.

14 mode points and other part load points an

nted on vehicle for establishing correlation ennamometer tested results. Figure 20 shows th

ission analyzers for test purpose.

is dynamometer test setup for vehicle Emission

3 4 5 6 7 8 9 10 11 12 13 14

Mode

BSIII

BSIV

6340(Print), ISSN

8 to control the

with reasonablehened over entire

e and drivability

d load conditionthe engineering

thin engineering

s at 20 deg C. atat 40 Dec C on

ing with engine

smoothening of

ine our emissione Horiba chassis

s


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Before taking emission test, vehicle was wormed up on chassis dynamometer by running it with

three EUDC cycle. Hot emission test was conducted on chassis dynamometer as per test cycle

defined in Bharat stage 4 emission norms. Figure 21, 22, 23 and 24 shows online traces of CO,NOx, HC and smoke emissions plotted in real time scale during the test cycle.

Fig. 21: Online Traces of Dilute CO Emission during Hot Emission Test Cycle

Fig 22: Online traces of Dilute NOx Emission during hot emission test cycle

Fig. 23: Online traces of Dilute HC Emission during hot emission test cycle

Online CO Emission tracess

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90

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150

0 200 400 600 800 1000 1200Time Sec

Dilute_

Co

emissions,ppm

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Vehiclespeed,kmph

CO,ppm

Bharat stage 4 test cycle

Online HC Emission tracess

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Time Sec

Dilute_

HC

emissions,ppm

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Vehiclespeed,kmph

HC,ppm


Online Nox Emission tracess

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0 200 400 600 800 1000 1200Time Sec

Dilute_

NOx

emissions,ppm

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NOx,ppm



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Fig. 24: Online Traces of Dilute Smoke Emission during Hot Emission Test Cycle

IV RESULTS AND DISCUSSSIONS

4.1 Co-relation of AVL Boost simulation and actual test resultsBoost simulation was done and parametric study showed that to lower compression ratio from

18.5 to 16.5 is necessary maintain peak firing cylinder pressure of 155 bar . Actual engine testresults were matching with simulation results .Figure 25 and 26 shows the comparison of

simulation boost pressure and actual test results at full load 3750 rpm and 1500 rpm.

Fig 25: Cylinder Pressure comparison at Full load @ 3750 rpm for actual and simulated results

Figure 26: Cylinder Pressure comparison at Full load @ 1500 rpm for actual and simulated

results

Online Smoke Emission tracess

0

2

4

6

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10

12

14

16

18

20

0 200 400 600 800 1000 1200Time Sec

Dilute_

Smo

kein%

0

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100

Vehiclespeed,kmph

Smoke %Bharat stage 4 test cycle

Combustion pressure 100 % Load @1500 rpm

0

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60

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120

140

160

0 90 180 270 360 450 540 630 720Crank angle

CylinderPressure,Ba

Actual Tested

Simulated

Combustion Pressure 100% Full load@ 3750 rpm

0 200 400 600

Crank angle,Degree

Pressure,bar

0

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40

60

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100

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4.2 Engine 14 mode hot emission and vehicle hot emission of chassis dynamometer results.

14 mode emission tests results of engine dynamometer and chassis dynamometers werecompared for HC+NOX and PM for Bharat stage 4 emission norms and hot engine out targets.

HC+NOx results are within 6 % as compared to chassis dynamometer results. Particulate (soot)

emissions are within 10 % with test bed and chassis dynamometer vehicle emissions. CO and HCemissions are within the engineering test bed targets. There is big difference in CO and HCemission margins and can be optimized on vehicle by use of suitable oxidation catalyst on

chassis dynamometer. Further refinements of injection parameters, EGR rate and playing with

catalytic converter loading on vehicle were done as per normal practice.

Table No 3: Hot emission results comparison of 14 mode and vehicle tested on chassisdynamometer

Hot Emissions [ g/km]

Engine /vehicle Nox HC+Nox

Soot

(PM) CO HC14 mode Emission

results 0.343 0.396 0.044 0.375 0.053

Vehicle Emission

results 0.333 0.391 0.042 0.402 0.058

% difference 2.915 1.279 4.762 6.716 9.434

Engine out target 0.360 0.420 0.050 0.550 0.060

Bharat stage 4limits 0.390 0.460 0.060 0.740 -

Table 3 and figure 27 shows the hot emission test of 14 mode and chassis dynamometer. Resultswere comparable and give the confidence of selected hardware and combustion parameters to

proceed further for work on chassis dynamometer.

Fig. 27: HC+NOx verses particulate hot emission results

V.CONCLUSIONS

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.0 0.1 0.2 0.3 0.4 0.5

HC+NOx,g/km

PM

,g/km

14 Mode Engine results

Vehicle emission results


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Engine design and developments is complex process. There is no short cut in development to meet future

ultra low emission norms due to complexity of engine features like common rail, EGR cooler, new

generation boosting system, etc.

Based on this developments following are conclusions.

5.1Use of simulation tool helps early prediction of engine performance and selection of critical engine

hardwares before engine goes in test bed.5.2Considerable development time of vehicle emission development time on chassis dynamometers canbe reduced by optimizing engine on steady points on test bench.

5.3This method is very useful if one engine goes on different vehicles or having more vehicle variant tomeet same emission legislation.

5.4Considerable development cost saving and crunch on overloading on infrastructure can be avoided.5.5Possible to do single engine development and use it on many vehicle variants with same emission

norms.

5.6Very good correlation was seen for NOx and soot emissions between steady state and hot chassisdynamometer.

5.7For HC and CO correlations are not seen. This is mainly due to conversion efficiency and light oftemperature of catalyst.

5.8Detection of wrong hardware at final stage of vehicle emission development testing becomes costlyaffair in terms of time and cost.

VI. ACKNOWELGMENTSAuthor would like to thank to Mr. Rajan Wadhera, Chief of TPDS (Technology production Development

and Sourcing), Mahindra and Mahindra Ltd for use of test facility at R&D Center Nasik, India and Mr. R

Velusamy, Sr. General Manager, R&D for his valuable suggestions and guidance

VII. REFERENCES[1] HEYWOOD,J.B,Internal combustion Engines Fundamentals,Mc Graw-Hill,Inc.,1988

[2] WATSON,N.and JANOTA,M.S,Turbocharging the internal combustion engine-wiley-interscience,

1982

[3] AVL Boost V5.5 User Manual

[4] AVL CRUISE V 5.4 User Manual[5] JUNMIN,WANG and et.al.:2008-01-1198: Development of High Performance Diesel Engine

Compliant with Euro V Norms, 2008 World Congress, Detroit ,Michigan April 2008

[6] Ramdasi SS and Etal : 2011-26-0033, SIAT2011, Design and Development of 3 Cylinder 75

kW/Litre High Power Density Engine for Passenger Car Application to Meet EIV /E V Norms

DEFINITIONS, ACRONYMS, ABREVIATIONSBMEP : Brake Mean Effective pressure

EGR : Exhaust Gas Recirculation

FSN : Filter Smoke Number

BSFC : Brake specific fuel consumption

NVH : Noise vibration and harshness

DOC : Diesel oxidation catayst

CO : Carbon Monoxide

HC : Hydrocarbon

NOx : Oxides of Nitrogen

SUV : Sport Utility Vehicle

Documents

Simulation and Optimization of Hsdi Diesel Engine for Suv to Meet Bharat 4 Emission Norms in India