Upload
others
View
2
Download
0
Embed Size (px)
Citation preview
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
Actuator at -10 Degrees
6 Actuator at -11 Degrees
Valv
eL
ift
(mm
)
6 Actuator at -10 Degrees
Valv
eL
ift
(mm
) Actuator at -12 Degrees
Actuator at -13 Degrees
5 Actuator at -15 Degrees
Actuator at -14 Degrees
Actuator at -16 Degrees
Actuator at -17 Degrees
animation will be5 Actuator at -11 Degrees
Actuator at -12 Degrees
4 Actuator at -18 Degrees
Actuator at -20 Degrees
Actuator at -21 Degrees
4 Actuator at -19 Degrees
Actuator at -13 Degrees
3 Actuator at -14 Degrees
3
2
1
0
90 120 150 180 210
Degrees of Camshaft Rotation (CW)
Actuator at -22 Degrees
Actuator at -23 Degrees
Actuator at -24 Degrees
Actuator at -25 Degrees
Actuator at -26 Degrees
Actuator at -27 Degrees
Actuator at -27.5 Degrees
240 270
Actuator at -15 Degrees
2 presented 2/08 1
0
90 120 150 180 210 240 Input cam
Rocker/OutputRocker/Output cac mam
Degrees of Camshaft Rotation (CW)
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
eni
gn
E
ep
yt
4L(
/6
V/6
L/
)8
V
evla
V
niart
t e
py
CH
OD
ro
CH
OS
SU
ekra
m
t i
av
a
ytilb
al
av
A
elb
ali
gak
ca
p
gni
ev
ne
ep
ol re
wo
P-T
G
le
do
m
D3
ly
C-nI
re
dni
/w
olf D
C-rat
S(
ro
K
ts
ub
mo
c
noi
le
do
m
)avi
eni
gn
E
DA
C
ed
om
l
mE
noi
ssi
lu
ger
noit
a
pm
oc
ecn
ail
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 -4 Degrees
Actuator at -5 Degrees
Actuator at -6 Degrees
Actuator at -7 Degrees 8
Actuator at -8 Degrees
Actuator at -9 Degrees
Actuator at -10 Degrees
Actuator at -11 Degrees
6
(Figures will be detailed during Actuator at -12 Degrees presentation 2/08) Actuator at -13 Degrees
Actuator at -14 Degrees
Actuator at -15 Degrees
Actuator at -16 Degrees4
2
0
60 90 120 150 180 210 240 270
Degrees of Camshaft Rotation (CW)
Range of valve lift vs. Cam
angle.
Extended Duration V
alv
e L
ift
(mm
)
Concept selection
Technical Accomplishments
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
Technical Accomplishments
GT Valvetrain used for
cam profile design
ADAMS rigid body
dynamics simulation
(ADAMS Animation)
Mechanism Packaging
Technical Accomplishments
Cradle Design
Typical Installation envelope
Mechanism Packaging Front
Exhaust
Intake
Preliminary CFD Analysis Prepared
Technical Accomplishments
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