Continental Automotive GmbH Advanced development (AD) at INGAS SPA2 Meeting 2009-11-05 Naples

1. Continental Automotive GmbHAdvanced development (AD) at INGAS SPA2Meeting 2009-11-05 Naples

2. Continental Automotive GmbHWPA2.1 + WPA2.3 First half year • ECU / IO – Box development • Integration of additional components and signals and implementation of functionality • Transfer of functionality from 16Bit platform (Project NICE) to 32Bit platform • Preparation of basic calibration data for engine operation • Procurement of ECU + IO Box + delta wiring harness • 8 Systems were built up • 2x car system • 1x engine test bench • 1x HIL • 4x spare parts • Support of DAI / AVL for engine operation • at the engine test benches

3. Continental Automotive GmbHWPA2.4 Combustion system development • Planned objectives • Development of a DI combustion system, • Optimizing the mixture formation with methodologies like transparent engine and • 3D-CFD simulation. • Operation strategies for • starting capability, • catalyst heating strategies, • part load fuel consumption and • full load capabilities. • From CONTI, ECU functionalities have to be developed in order to • realize the different combustion strategies • achieve the emission targets • realize a good drivability of the demo car

4. Continental Automotive GmbHWPA2.4 Combustion system development Fuel injection functionality start of injection angle (SOI) or the injection duration (TI) dependent of • the desired end of injection angle (EOI) • the cylinder charge, • the necessary fuel amount, • the opening and closing behaviour of the injector and • the counter pressure in the cylinder pcyl

5. Continental Automotive GmbHCylinder pressure characteristic due to injected fuel Increase of cylinder pressure of ca. 7% due to injected gas Cylinder pressure w/o fuel Cylinder pressure with CNG All fuel in for λ=1 11bar

6. Continental Automotive GmbHCylinder pressure characteristic due to injected fuel

7. Continental Automotive GmbHMass fuel flow dependent of crank angle Πcrit • Mass fuel flow is • constant • supercritical • independent of cylinder pressure • For CNG χ≈ 1,3 • Ψ = 0,47 • pcritical at Π= 0,55 • at prail of 20 bar • pcritical≈11bar • Mass fuel flow is • sub critical • dependent of cylinder pressure

8. Continental Automotive GmbHEvaluation of NICE measurements • EOI / load variations in the EU NICE project at MB-TECH in Munich • 30 measurements • EOI variation of -160 ... -80 °CRK in 20° steps • Load variation from MAP 400 .... 1400 hPa corresponds to pmi approx. 3 ... 12bar • Engine speed N = const = 2500 rpm • Test program: • Change load and EOI in dedicated steps • Varies TI until lambda = 1 • Objective • Is there a dependency of TI from EOI and MAP ?

9. Continental Automotive GmbHEvaluation of NICE measurements longer injection times at late EOI lower load at late EOI

10. TI Continental Automotive GmbHSOI calculation opening behavior of the injector EMS requires time based trigger EOI is calibrated TI1+2+3 = f (MAP, MAF, A/F, MFF) TI = TI_ADD_DLY + TI1+2+3 SOI = f (EOI, TI, N) = EOI – 360 / 60 x N x TI

11. Continental Automotive GmbHEvaluation of NICE measurements • Without further corrections

12. Continental Automotive GmbHEvaluation of NICE measurements • Mass flow correction

13. Continental Automotive GmbHSummary of fuel injection investigations We always consider supersonic conditions TI = f(MFF, mass fuel flow FAC_MFF_STND, fuel flow through the injector = constant FAC_TI_1_PRS_HOM, pressure correction = f(PGAS_L, MAF) FAC_TI_1_TGAS_HOM, temperature correction = f(TGAS_L) TI_TUN_ADD_IV[x], injector individual correction = f(injector number), slope correction VB ) voltage battery correction = f(VB) but neutral calibrated because of seperate piezo injector drivers TI_ADD_DLY (x) = f(injector number) offset correction

14. Continental Automotive GmbHNew functionality for pressure low side control Problem: Unstable pressure at transient to fuel cut off and vise versa

15. Continental Automotive GmbHNew functionality for pressure low side control

16. Continental Automotive GmbHNew SW for pressure low side control Problem • Unstable pressure at transient to fuel cut offand vise versa Solution • Establish of a new interface form interface boxto the ePCD control unit->PWM signal 0 ... 100% = 0 ... 180V Advantage • IB is connected to the main ECU via CAN • -> Engine operation state and load info is transmitted to IB • -> Pre control of fuel pressure at transient conditions.

17. Continental Automotive GmbHNew SW for pressure low side control State • Pressure control functionality integrated in the IB • Problems occurred due to ALTERA compiler version mismatch for the ePCD electronic • > PWM frequency wasn't synchronal • > Modification of interface box SW for 400Hz PWM frequency • Dataset was calibrated • First tests were carried out in a CNG car • Pressure stabablity better in transient conditions at PUC phases • But controller needs some improvements • for adaptation • at start conditions

18. Continental Automotive GmbHWPA2.6 Vehicle Demonstrator • Outlook • Integration of DI engine into vehicle • Adaptation of wiring for • new ECU, • IO – Box, • CNG interface box, • ePCD electronic, • Piezo injector driver Unit • Adaptation of ECU functionalityfor the use in the car

19. Continental Automotive GmbH Thank you for your attention! For further information please contact: Harry Schuele Continental Automotive GmbH Siemensstr. 12 93055 Regensburg, Germany Telefon/Phone: +49 941 790-4291 Mobile: +49 160 97292958 E-Mail: Harry.Schuele@continental-corporation.com