SwRI HEDGE Program - MECA · SwRI HEDGE Program Dr. Terry Alger August, 2006 SwRI Program in Advanced Gasoline Engines 2 SwRI Gasoline Vehicle Research Program. 2 ... 200 250 300

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Engine, Emissions and Vehicle Research DivisionSouthwest Research Institute

Engine, Emissions and Vehicle Research DivisionEngine, Emissions and Vehicle Research DivisionSouthwest Research InstituteSouthwest Research Institute

SwRI HEDGE Program

Dr. Terry Alger

August, 2006

2SwRI Program in Advanced Gasoline Engines

SwRIGasoline Vehicle Research Program

2


SwRI Gasoline Vehicle Research Program

HEDGE“High Efficiency Dilute Gasoline Engines”

A potential solution to mobile-source efficiency and emissions goals for the future. Includes multiple technology areas, requiring parallel, closely-coupled research efforts. This presentation reports a brief, example set of results from the HEDGE research consortium at SwRI.


HEDGE Consortium

•• Industry Cooperative AgreementIndustry Cooperative Agreement–– Allows us to Discuss and to Work on the Allows us to Discuss and to Work on the

Development of PreDevelopment of Pre--Competitive TechnologiesCompetitive Technologies•• StructureStructure

–– SwRI Manages the Conduct of Projects Funded SwRI Manages the Conduct of Projects Funded within the Consortiumwithin the Consortium

–– Program Advisory Committee (PAC) Provides Program Advisory Committee (PAC) Provides Overall Technical DirectionOverall Technical Direction

3


HEDGE Motivating Factors• Increasing price of fuel

– Improves cost/benefit tradeoff for efficiency improvements– Increased customer demand for improved fuel economy

across all markets• Tightening of emissions standards for HD / off-road

engines– Lean aftertreatment costs are extensive, unproven and

expensive– Three-way catalyst technology proven and reliable

An engine that combines diesel-like torque and fuel consumption with gasoline

emissions potential is desired


2002 2003 2004 2005 2006 20072001

HEDGE conceptualizationand simulations

2008 2009

SwRI Internal ResearchHEDGE single-cylinderproof-of-concept

SwRI Internal ResearchHEDGE multi-cylinderproof-of-concept

HEDGE History and Planning

SwRI Internal ResearchSpray-guided DISI

> $1M SwRI internal funding to HEDGE-related R&D.

SwRI Internal ResearchEGR for Fuel Economy.Vehicle Demonstrator

Engine #1JD 4.5L

Ignition systemevaluations

Engine #2DCX-World

HEDGE Consortium

Generation-II

Single-CylinderEngine Tasks

Generation-III

SwRI Internal ResearchHEDGE controls

SwRI Internal ResearchIgnition system R&D

4


200

250

300

350

400

450

500

550

600

0% 20% 40% 60% 80% 100%

% of Maximum Load

BSF

C [g

/kW

-hr]

2004 MY PZEV SI Engine17.5:1 CR HEDGE12.5:1 CR HEDGE

HEDGE Comparison to PZEV Vehicle

• Results from initial SwRI internal research project (2003)

• PZEV data vs. HEDGE– PZEV engine tested was 2.3 L– PZEV data taken at MBT at each

speed / load point• HEDGE shows potential for best

efficiency at low load and equivalent / better efficiency at high load

– Tested HEDGE combustion system not optimized for PFI

– Pilot-igniter fuel pump load not optimized

– HEDGE valve timing not optimized– Note possibility for variable effective

compression ratio

HEDGE

HEDGE

PZEV


HEDGE Comparison to PZEV Vehicle

• HEDGE has significantly lower engine-out BSNOx than current PZEV vehicles

• BSHC / BSCO equivalent to PZEV engine

– Potential for further reduction through optimization 0

5

10

15

20

25

200 300 400 500 600

BSFC [g/kW-hr]

BSN

Ox

[g/k

W-h

r]

12.5:1 CR Supercharged 17.5:1 Turbocharged2004 MY PZEV SI Engine

`

0

2

4

6

8

10

200 250 300 350 400 450 500 550 600

BSFC [g/kW-hr]

BSHC

[g/k

W-h

r]

12.5:1 CR Supercharged 2004 MY PZEV SI Engine

0

10

20

30

40

50

200 250 300 350 400 450 500 550 600BSFC [g/kW-hr]

BSC

O [g

/kW

-hr]

12.5:1 CR Supercharged 2004 MY PZEV SI Engine

IR Project 03.R9386

IR Project 03.R9386IR Project 03.R9386

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Program Research Elements• Turbocharged

– High BMEP and thermal efficiency– Enables aggressive downsizing

• EGR– Reduces engine-out NOx by ~ 10 x– Knock reduction

• Efficient high load operation• Boosted operation at high

compression ratios– Reduces exhaust temperatures

• Advanced ignition system– Enables high dilution– Increases knock resistance

• New sensing and controls

END RESULT:A high compression ratio, spark-ignition engine that can operate at or near full load for extended periods of time with low emissions and fuel consumption


Defining HEDGE

Em

issi

ons

Efficiency

Exhaust GasRecirculation

(EGR) HighEnergyIgnitors

Advanced fuelingand combustion

system

BaseEngine

BoostedEngine/

Downsize

RemoveThrottle

(Add VVA)

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HEDGE Project Goals• Efficiency Goals:

– Diesel Competitive• Peak BTE of 40%• Part-load BTE competitive with un-throttled engines

• Emissions Goals:– Demonstrate LD SULEV potential (3-way catalyst)

• With best fuel efficiency• Hot operation only

– Demonstrate HD 2010 emissions potential (engine-out)

Of course, emissions and fuel economy are not independent, so each goal is not truly successful without the other.

Light-duty fuel economyimprovement > 15 -20%


HEDGE Projects

1. Technical path evaluation2. Engine development

• diesel engine conversion• gasoline engine conversion

3. Advanced ignition systems4. Control system development

• Aggressive knock mitigation• Coordinated fuel, air, and EGR

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HEDGE Projects – Technical Path

• Technical Path Evaluation– Analysis resource– Literature reviews– Planning and design– Cost analysis

30

35

40

45

50

55

60

65

0 5 10 15 20 25 30Compression Ratio

Cycle Ideal EfficiencyIdeal Cycle Efficiency w/LIVCEfficiency w/Friction EffectsEfficiency w/Friction & LIVC

Comparison of Otto-cycleand Miller-Cycle15 bar IMEP1200 rpm

Miller

Otto

Otto

Miller

Miller-cycle results forIVC retarded to 80 CAD after BDCand boost increased to maintain load


HEDGE Projects – Ignition Systems• Advanced Ignition

Systems– Igniter/Ignition circuit

evaluations• Bench tests• Single-cylinder engine

tests– New concept analysis– Ignition improvements

beyond igniters

Ignition systems testing performed for very large matrix of igniters and ignition systems.

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Example of HEDGE Project Work

NGKDen

so

Smartfire

High Energ

yPSG

Lase

r - 80

mJ

Railplu

g

Extend

ed Dura

tion

Dual S

park - O

pen Cham

ber

Plasma J

et

ECCOS

Dual Spark

- Torch

0

2000

4000

6000

8000

10000

Flam

e Ar

ea [p

ixel

s]

High Energy Ignition


Examples of Recent HEDGE Results

Range of spark-ignited operation being expanded through innovative ignition concepts and attention to flame chemistry and interactions with igniter.

Stable operationat EGR >50%

20 25 30 35 40 45 50 55 600

2

4

6

8

10

CoV

of I

MEP

[%]

EGR %

11:1 CR / 1500 rpm / 3.1 bar imep 14:1 CR / 1500 rpm / 3.1 bar imep

Accepted Stability Limit

EGR tolerance limits

Typical EGR limit (today's engine)

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HEDGE Projects – Engine Development

• Diesel Engine Conversion– Base engine: John Deere

4.5L• 4 cylinder• 4 valves per cylinder• Variable geometry

turbocharging• Diesel-derivative combustion

chamber• HPL and LPL EGR system

studies• Ability to tolerate high

combustion pressures and pressure-rise rates

One full year of engine testing now completed. Engine modifications occurring for generation-II testing.


Examples of HEDGE Results – Diesel Conversion

Results from modifiedgeneration-I engine.New cylinder-headand fuel system.

Peak loads recently increased to >17 bar. Fuel consumption and engine-out NOx improved again. We expect further gains with future design iterations.

208 210 210 2180

400

800

1200

1600

2000

2400

1000 1400 1900 2400 2900

Engine Speed (rpm)

BM

EP

(kP

a), B

SFC

(g/k

W-h

r)

0

0.01

0.02

0.03

0.04

0.05

0.06B

SN

Ox

(g/k

W-h

r) Diesel Fueled Stock

MPI, CR14.3

Central Injection, CR17

Central Injection, CR14.3

Engine-out BSNOx Gen-2max. BMEP

2010 US HD NOx Regulation = .27 g/kwh

BSFC at max. BMEP

Gen-1max. BMEP

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HEDGE Projects – Engine Development

• Gasoline Engine Conversion– Base engine:

DaimlerChrysler 2.4L• 4 cylinder• 4-valves per cylinder• PFI-equipped• Cam-phasers for VVA

– Prototype EGR system added

– Utilize advanced ignition systems

DaimlerChrysler engine now demonstrating low- and high-load fuel economy advantages possible from EGR-engine with production ignition systems.

Boosted, high-compression ratio engine being prepared now


Examples of HEDGE Results – SI Conversion

1000 2000 3000 4000 5000 6000

Torq

ue [N

-m]

Engine Speed [rpm]

20 N-m

Exha

ust

Tem

pera

ture

[deg

C]

Baseline φ= 1.05 - 1.15 φ = 1.0 and 20% EGR φ = 1.0 and 25% EGR φ = 1.0 and 30% EGR

100 deg C Peak torque improved by knock reductionDilution reduces exhaust temperature

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Examples of HEDGE Results – SI Conversion

Fuel consumption reduced by 5-10% due to elimination of enrichment (CO, HC and NOx emissions significantly reduced)

Addition of EGR improves combustion phasing at knock limited condition –BSFC reduced by 20%

0 5 10 15 20

-20

-10

0

10

20

30

Operating Condition with Highest Knock Tendency

Deg

rees

afte

r TD

C

EGR %

Spark Advance Location of 50% MFB

Desired CA 50 Location for MBT

0 5 10 15 20 25

Exha

ust T

empe

ratu

re [d

eg C

]

EGR [%]

Temperature @ Phi = 1.0 BSFC @ Phi =1.0 Temperature @ Phi = 1.15 BSFC @ Phi = 1.15

Peak Torque Condition

20 deg C 5 g/kWh

BSF

C [g

/kW

h]


HEDGE Projects – Controls

• HEDGE controls system development– Multi-variable control for fuel, fuel-

timing, EGR and air-flow– Ultra-fast knock control

• In-cylinder feedback methods• Knock sensor methods

Start

Read Pedal

Map to Desired Torque, Td

Table: Diesel PW = f(Td, rpm)

Table: Diesel Injection timing = f(Td, rpm)

Table: Desired Gasoline PW = f(Td, rpm)

Table: Target A/F = f(MAP, rpm)

Table: Target EGR/Air ratio = f(MAP, rpm)

Command Actuators

Calculate: Target Airflow

Table: Target EGR, Air actuator positions

Sensor: Fast airflow from MAF

Actual Fueling Rate =f(desired, MAF-based, and O2 feedback)

Table: Target VGT = f(MAP, rpm)

Sensor: Exhaust A/F ratio

e1

e2

),( rpmmf

FA

fuel

Lookupdesired

desired

&

⎟⎟⎠

⎞⎜⎜⎝

⎛

),( rpmmf

AD

fuel

Lookupdesired

desired

&

⎟⎟⎠

⎞⎜⎜⎝

⎛

⎟⎟⎠

⎞⎜⎜⎝

⎛

actual

actual

FA

⎟⎟⎠

⎞⎜⎜⎝

⎛

actual

actual

AD

ValveEGRtoFA⎟⎠⎞

⎜⎝⎛

ValveEGRtoAD⎟⎠⎞

⎜⎝⎛

VaneVGTtoFA⎟⎠⎞

⎜⎝⎛

VaneVGTtoAD⎟⎠⎞

⎜⎝⎛

EGR Valve

Actuator

VGT Vane

Actuator Rea

l-Tim

e M

odel

s+

+-

-

∑

∑

∑

∑

Open-LoopLookup

Model-Based Limiters

PEDAL

desiredF

ENG

INE

+ SE

NSO

RS

IgnitionDwell

GasolinePW Gasoline Timing

Ign Timing

Open-LoopLookup (limited) timing

(limited)fuelmINJ

&***

⎟⎟⎠

⎞⎜⎜⎝

⎛

desired

desired

AD

sensor−λ(OBD)

(OBD)MAF

(OBD)

(OBD)

(OBD)sensorNOx

e3+

-

∑

e1

e2

),( rpmmf

FA

fuel

Lookupdesired

desired

&

⎟⎟⎠

⎞⎜⎜⎝

⎛

),( rpmmf

AD

fuel

Lookupdesired

desired

&

⎟⎟⎠

⎞⎜⎜⎝

⎛

⎟⎟⎠

⎞⎜⎜⎝

⎛

actual

actual

FA

⎟⎟⎠

⎞⎜⎜⎝

⎛

actual

actual

AD

ValveEGRtoFA⎟⎠⎞

⎜⎝⎛

ValveEGRtoAD⎟⎠⎞

⎜⎝⎛

VaneVGTtoFA⎟⎠⎞

⎜⎝⎛

VaneVGTtoAD⎟⎠⎞

⎜⎝⎛

EGR Valve

Actuator

VGT Vane

Actuator Rea

l-Tim

e M

odel

s+

+-

-

∑

∑

∑

∑

Open-LoopLookup

Model-Based Limiters

PEDAL

desiredF

ENG

INE

+ SE

NSO

RS

IgnitionDwell

GasolinePW Gasoline Timing

Ign Timing

Open-LoopLookup (limited) timing

(limited)fuelmINJ

&***

⎟⎟⎠

⎞⎜⎜⎝

⎛

desired

desired

AD

sensor−λ(OBD)

(OBD)MAF

(OBD)

(OBD)

sensor−λ(OBD)

sensor−λ(OBD)

(OBD)MAF

(OBD)MAF

(OBD)MAF

(OBD)(OBD)

(OBD)(OBD)

(OBD)sensorNOx

(OBD)sensorNOx

(OBD)sensorNOx

e3+

-

∑

0 50 100 150 200 250 3000

50

100

150

Time, seconds

Ped

al, %

and

MA

P, k

Pa Transient Operation through HIL U.S. FTP-75

Multivariable control implementation

Control Logic

Diagram

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HEDGE Home Page

www.hedge.swri.org

Website available to all clients.Updates to website and data occurring regularly.


Newest SwRI Internal Research for Gasoline Systems

1. Advanced EGR for Fuel Economy

2. Advanced Gasoline Direct Injection

Dodge Caliber chosen asfirst test vehicle for SwRI R&D

in advanced gasoline EGR systems

New SwRI program inspray-guidedgasoline direct injection

Vehicle application project, in anticipation of vehicle demonstrator for HEDGE program. Downsized, highly-boosted, 1.8L HEDGE engine.

DI-Gasoline is expected to further improve HEDGE peak power and fuel economy

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Next HEDGE Meeting in San Antonio

• Oct 9-10, 2006, at SwRI

• Plans being made for year 3-4 of HEDGE program– Generation-II and III Engine modifications for

improvement of peak power– Generation-II advanced igniter studies – Vehicle reports and plans for LD vehicle

demonstration– Discussion for possible medium-duty vehicle

demonstrator


Membership• Members

– Corning– Cummins– DaimlerChrysler– John Deere– Ford– Hino– Nissan– PSA– Renault– Valeo– Volvo– VW– Honeywell– Federal Mogul– Iveco– NGK Spark Plug Co.– DynaGen

• Additional proposals delivered– International– GM– Scania– Magna– Bosch– Siemens– Hitachi– Delphi

MembershipOEMs = $90K / yr

Suppliers = $50K / yrProgram planned for four year duration

Can we include your company?

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Terry [email protected]

Documents

SwRI HEDGE Program - MECA · SwRI HEDGE Program Dr. Terry Alger August, 2006 SwRI Program in Advanced Gasoline Engines 2 SwRI Gasoline Vehicle Research Program. 2 ... 200 250 300