Variable Valve Actuation for Advanced Mode Diesel Combustion · 2008. 4. 23. · Diesel Combustion (DOE Award # DE-FC26-05NT42483) Principal Investigator: Jeffrey Gutterman, P.E

Variable Valve Actuation for Advanced ModeDiesel Combustion

(DOE Award # DE-FC26-05NT42483)

Principal Investigator: Jeffrey Gutterman, P.E.Organization: Delphi Corporation

Acknowledgements: DOE, GM, ORNL

DOE Peer ReviewFebruary 25-28, 2008

This presentation does not contain any proprietary or confidential information

Outline

• Goals and Objectives

• Previous Review Comments (N/A)

• Barriers

• Approach

• Performance Measures and Accomplishments

• Technology Transfer

• Publications/Patents

• Collaborations/Interactions

• Plans for Next Fiscal Year

• Summary

Purpose of Work

• VVA project initiated to support FCVT Advanced Mode Diesel Combustion Enabling Technology.

• Design, build and test a practical, production worthy VVA system that can have widespread use across many engine platforms.

Project consists of two main tasks/phases :

• Phase 1 - Feasibility Study / Proof of Principle:

– Benchmark VVA concepts from patents to production

– Select target engine, develop engine models

– Determine functional and performance requirements

– Propose design options

– Select candidate system

• Phase 2 - Development and Demonstration:

– Design and detail single cylinder components

– Using FEA and dynamic modeling refine design

– Iterate with OEM for best packaging options

– Build hardware and test fixtures

– Test on engine stand to verify performance

c

06

July

2007M

20

May

2007Sept

2007

Oct

2007

Phase 2 System Development and DemonstrationPhase 1 Feasibility Study / Proof of Principle

1.2 Detailed VVA Functional Requirements • Identify optimal valve profiles to maximize 1. fuel economy, 2. low

speed torque and 3. light load exhaust temperatures using the engine

model

• Quantify associated NOx and HC generation

• Identify required mechanism analysis tools (Adams, AMESim, etc.)

• Identify performance constraints of leading VVA mechanisms using

identified analysis tools

• Evaluate available VVA analysis systems with engine model

Oct

2005

1.1 Identify Preliminary Functional Requirements and Candidate Engine

• Identify target engine

• Obtain or build an engine model

• Calibrate engine model using dyno data

• Define representative points of the drive cycle

January

2006

1.3 Selection of Candidate VVA System • Select most appropriate VVA system based on key

selection criteria

August

2006

2.2 Virtual verification testing of the final VVA system • Refine the design with dynamic analysis and FEA modeling

• Iterate design to fit target application & verify predicted engine performance

De

20

2.1 Detailed Candidate VVA System Design & Analysis • Design and detail single-cylinder VVA hardware for motored head testing

• Develop actuator and control system for motored head application

2.3 Procurement and Shakedown • Build VVA hardware

• Build required test fixtures

• Machine targeted cylinder head to accept VVA hardware

• Install in cylinder head and conduct initial shakedown

ar

08

2.4 Experimental Fixture Testing • Examine high speed videos, accelerometer

traces and strain gage data to establish

correlation with various FEA models

•Adjust design of VVA hardware to reflect above

Variable Valve Actuation – Project Objectives and Deliverables

2.5 Virtual Engine Testing • Demonstrate and document single

cylinder VVA mechanism performance

• Identify mechanism limitations

• Model actual mechanism performance

in the engine model

• Recommend future design direction

1.4 Project Management • Manage scope, cost and schedule

• Provide updates and final topical report

2.6 Project Management • Manage scope, cost and schedule

• Provide updates and final report

Responses to 2007 Reviewers’ Comments

• Not Applicable

Barriers Addressed

• The advantages of Variable Valve Actuation is well known in the industry. Research papers by universities, independent and government labs, and most OEMs indicate fuel savings and reduced emissions.

• Typical hardware used for testing is generally laboratory grade, electro-hydraulic, or electro-mechanical devices. However, these suffer from high cost, bulky, limited life, high power, and generally cannot be implemented into a production engine.

• By using sophisticated design tools: dynamics, statics, engine models, and OEM input, Delphi will produce a mechanical system that is reasonably priced, reliable, and can be incorporated into an OEM engine.

• Accelerated hardware testing in our laboratory will verify the modeling results and assure the required performance and durability.

• A productive mechanism will enable implementation of AMDC and HCCI in future production engines.

The best system in the world is useless if it is never put into production.

VVA Concept - Overview

►VVA concept will permit adjustment of lift and/or duration <Diesel valve lift profile requirement>

GEMS 173b VVA Mechanism Valve Lift Curves <Gasoline valve lift profile requirement> (For valve opening duration between 0 ~ 60deg extension)

GEMS VVA Hand Crank Mechanism Valve Lift Curves

1010

9 9

Actuator at 0 Degrees

Actuator at -1 Degrees 8 Actuator at -2 Degrees

8 Actuator at -3 Degrees

Actuator at -4 Degrees Further details andActuator at -5 Degrees 7 Actuator at -6 Degrees

7 Actuator at -7 Degrees Actuator at -9 Degrees Actuator at -8 Degrees

Actuator at -9 Degrees



Valv

eL

ift

(mm

)


Valv

eL

ift

(mm

) Actuator at -12 Degrees






animation will be5 Actuator at -11 Degrees








3

2

1

0

90 120 150 180 210

Degrees of Camshaft Rotation (CW)







Actuator at -27.5 Degrees

240 270


2 presented 2/08 1

0

90 120 150 180 210 240 Input cam

Rocker/OutputRocker/Output cac mam


ControlControl shaftshaft

Control shaft bearing cap

Approach

• Benchmarking

• Engine Selection

• Determine Functional and System Requirements

• Concept Development

• Concept Selection

• Mechanism Analysis

• Sub component development

• Component build

• Test and verification

Accomplishments / Summary

• Completed engine selection matrix and selected engine

• Completed benchmarking analysis

• Developed suite of design tools for rapid concept development

• Proposed alternative concepts and selected best one

• Prepared engine model for CFD work and began initial runs

• Completed mechanism dynamic and static analysis

• Sub-component development completed

• Hardware built and installed on single cylinder engine

• Testing in progress on motored head stand

Engine Selection Matrix

T

Technical Accomplishments

25 Engines Evaluated.

ype 1: Direct Acting, Type 2: End Pivot Rocker Type 3: Center Pivot RockerType 1: Direct Acting, Type 2: End Pivot Rocker Type 3: Center Pivot Rocker

Overhead Cam Arm, Overhead Cam Arm, Cam-in-HeadOverhead Cam Arm, Overhead Cam Arm, Cam-in-Head

Engine configuration Model avaiablity

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L4/L5/L6: Euro5/US Tier 2

2 Type 2,3: 2 DOHC: 2 Yes: 2 Yes: 2 Yes: 2 Yes: 2 Yes: 2 Bin5: 2

PPooiinnttss V6/V8: 1 Type 1,4,5: 1 SOHC: 1 No: 1 No: 1 No: 1 No: 1 No: 1 Euro4: 1

Weight factor 2 3 3 1 3 3 2 3 2

Criticality 1 1 1

OEM Model Liters

1 1 2 2 1 2 2 2 16.0

3.5, 4. 1 2 2 2 2 2 2 2 2

2.2 2 2 2 1 2 1 1 1 1

2.7 1 2 2 1 2 1 1 1 1

1.9 2 1 1 1 1 1

3.2 2 1 2 2 1 1 1 1 1

3.0 1 2 2 1 2 1 1 1 1

1.9 2 2 2 1 2 1 1 1 1

2.4 2 2 2 1 2 1 1 1 1

1.3 2 2 2 1 2 1 1 1 1

3.0 2 2 2 1 2 1 1 1 1

2.7 2 2 2 1 2 1 1 1 1

4.2 1 2 2 1 2 1 1 1 1

3.0 2 2 2 1 2 1 1 1 1

4.4 1 2 1 1 1 1 1

2.0 2 1 1 1

2.9 2 2 1 1

1.9 2 2 2 1 2 1 1 1 1

2.2 2 2 2 1 2 1 1 1 1

1.6 2 2 1 1 1 1 1

2.0 2 2 1 1 1 1 1

2.2 2 2 2 1 2 1 1 1 1

2.2 2 2 1 1 2 1 1 1 1

2.4 2 2 2 1 2 1 1 1 1

Type 5: Cam-in-Block (Push Rod)

Type 5: Cam-in-Block(Push Rod)Type 4: Center Pivot Rocker Arm,Type 4: Center Pivot Rocker Arm,

Cam-in-Head with LifterCam-in-Head with Lifter

5 Types of Valvetrain systems

(Data chart will expand

when double clicked)

Valve Motion

Technical Accomplishments GEMS 173b VVA Mechanism Valve Lift Curves

12

Range of potential valve motions Actuator at 0 Degrees

Actuator at -1 Degree

Actuator at -2 Degrees 10 with single and dual cam designs. Actuator at -3 Degrees




Actuator at -7 Degrees 8





6

(Figures will be detailed during Actuator at -12 Degrees presentation 2/08) Actuator at -13 Degrees



Actuator at -16 Degrees4

2

0

60 90 120 150 180 210 240 270


Range of valve lift vs. Cam

angle.

Extended Duration V

alv

e L

ift

(mm

)

Concept selection


Note

Hydraulic cam phaser is

assumed for estimating

the system

-+oo-System Manufacturing Cost

-High engineering risk and high cost

using double layer cam shafts (inner &

outer)

-Concern with phaser gear size for

durability

-Low cost design

(need to re-design

cylinder head)

-Concern with phaser gear size for durability

-Advantage in packaging

-Concern with packaging H and W

-Output cam grinding needed

-Electric motor actuator needed, with phaser

-Output cam grinding needed

Remarks

++++-Diesel Requirement

Compliance

-o+++Serviceability

o

o

+

o

Delphi CVVD Design “C”

o

+

+

o

Delphi CVVD Design “B”

-ooFriction

-++OEM Assembly Ease

+-oPackaging Height

+-+Packaging Width

Double layer camshaft

Delphi CVVD Design “A”

Delphi GEMS

Comparison metric

-

-High engineeringrisk and high cost

using double layercam shafts (i

+oo-SystemManufacturing Cost

nner &

outer)

-Concern with phasergear size for

durability

-Low cost design

(need to re-design

cylinder head)

-Concern with phasergear size for durability

-Advantage inpackaging

-Concern withpackaging H and W

-Output cam grindingneeded

-Electric motor actuatorneeded, with phaser

-Output cam grindingneeded

Remarks

++++-Diesel Requirement

Compliance

-o+++Serviceability

o

o

+

o

Delphi CVVDDesign “C”

o

+

+

o

Delphi CVVDDesign “B”

-ooFriction

-++OEM Assembly Ease

+-oPackaging Height

+-+Packaging Width

Double layercamshaft

Delphi CVVDDesign “A”

DelphiGEMS

Comparison metric

Multiple design options for dual

cam design

Design “A” •Easy attachment of cam phaser

•Balanced rocker motion with easy roller bearing application

Design “B” •Low packaging height

•Can avoid costly output cam grinding

•Concern about insufficient contact length on output cam

Design “C”

cylinder head

•HEA can be added between rocker arm and valve stem

•Most cost effective design if OEM plans to re-design the

Concept Selection Matrix

Mechanism Analysis – Design Tools


GT Valvetrain used for

cam profile design

ADAMS rigid body

dynamics simulation

(ADAMS Animation)

Mechanism Packaging


Cradle Design

Typical Installation envelope

Mechanism Packaging Front

Exhaust

Intake

Preliminary CFD Analysis Prepared


CFD Model is used to evaluate

mechanism lift profile family

compatibility with engine.

Exhaust Intake Side Side

390 CA 420 CA

450 CA 480 CA

540 CA 630 CA

340 CA 360 CA

380 CA 400 CA

Publications, Presentations, Patents

• Patents

– 3 Granted for mechanism design

– 2 Filed for control system and design

– 3 In process for dual cam designs

• Presentations to potential OEMs and ORNL

Collaborations / Interactions

• Numerous meetings with OEM Advanced Powertrain, R&D, andProduction Design Groups. On-Site visits and conference calls

• OEM supplied overall engine packaging and environmental requirements and design guidelines

• OEM provided a range of desired valve lift curves derived from dyno testing

• Two recent CRADAs with ORNL initiated incorporating variable valve actuation.

– Ignition Control for HCCI by Spark Augmentation and Advanced Controls

– Enhanced Ethanol Engine and Vehicle Efficiency

Activities for Next Fiscal Year

• Complete hardware test on single cylinder test fixture

• Test mechanism for dynamic and performance requirements

• Verify desired lift curves and mechanical loads

• Develop realistic diagnostics and controls for mechanism

• Collaborate with OEM to install on multicylinder engine.

Summary • Relevance to DOE objectives

– A production feasible VVA will allow widespread implementation of AdvancedMode Diesel Combustion, reducing petroleum use and reducing emissions.

• Approach to research – Modeling is used whenever possible to reduce cost and turnaround time

» Engine models

» Dynamic and static models are used extensively to optimize design and test before cutting metal.

• Technical Accomplishments – Modeling results and preliminary hardware indicate high confidence of design.

– Patents: Granted - 3, Filed - 2, In process - 3

• Collaborations/Interactions – Working with OEM to implement design on production engine

– 2 CRADAs with ORNL signed. VVA is key enabler for HCCI and Ethanol operation

• Next Year Activities – Complete single cylinder testing

– Verify performance of design on test stand

– Complete diagnostics and controls for system

– Partner with OEM to install on multi-cylinder engine

Documents

Variable Valve Actuation for Advanced Mode Diesel Combustion · 2008. 4. 23. · Diesel Combustion (DOE Award # DE-FC26-05NT42483) Principal Investigator: Jeffrey Gutterman, P.E