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INGAS Subproject SPA2

INGAS Subproject SPA2. 30 Month Meeting Oulu, Subproject A2, Turbo DI CNG Engine Alois Fürhapter, AVL List GmbH. INGAS Subproject SPA2. Objectives / Targets SPA2: Specific torque 160Nm/l=288Nm @1800 (  300Nm @1800rpm as target defined)

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INGAS Subproject SPA2

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  1. INGAS Subproject SPA2 30 Month Meeting Oulu, Subproject A2, Turbo DI CNG Engine Alois Fürhapter, AVL List GmbH

  2. INGAS Subproject SPA2 • Objectives / Targets SPA2: • Specific torque 160Nm/l=288Nm @1800 (300Nm@1800rpm as target defined) • Specific power 70kW/l = 126kW (130kW as target defined) • <140g/km CO2 in NEDC • Drivability like state of the art Diesel engine (MY2006) • Emissions EU6 • Technologies to reach targets within SPA2: • Direct Injection • Down Speeding • Advanced catalyst heating strategies • Catalyst formulation from SPB2

  3. INGAS Subproject SPA2 – WPA2.2 • WP A2.2: Injector development WP-Leader: Siemens • Main objectives of WPA2.2: • Providing injector samples for testing at testbed and in vehicle • Avoiding failures and improving stability and linearity • Verification measurements of injectors under real engine conditions • Summary: • New sealing layout for lift transformer for next samples • Actual samples show significant differences cylinder to cylinder which makes a emission calibration and stabile engine operation difficult • Next steps: • Delivery of new injector samples • Definition of a procedure covering temperature and pressure influence • Characterisation of injectors that are in use actually • Samples with 10% increased lift to fullfill the full load requirements

  4. Plug screw Copper sealing INGAS Subproject SPA2 – WPA2.2 • Status of the Gen4 Injectors Gen 4 CNG-DI Injector • Problem to be solved • Some injector failures appeared due to leakage of the stroke amplifiers  Reason: untight copper sealing due to thermal cycling in real engine operation • Most of the failures could be resolved by exchange (especially the untight copper sealing) • For the next injector batch the failures cause can be resolved by slight technical changes without any loosing of the functional performance Hydraulic lift transformer

  5. INGAS Subproject SPA2 – WPA2.3 • WP A2.3: Hardware Procurement WP-Leader: Daimler • Main objectives of WPA2.3: • Support of current engine testing on test bench and in the vehicle • Status Summary of WPA2.3: • Repair of engine no. 1 completed • Support regarding spare parts • Procurement of rear axle gear unit with transmission ratio of i = 3.27. Handing over to Continental for test vehicle.

  6. WP A2.4 – Combustion system development WP-Leader: AVL Mixture formation investigation Main objectives: Transparent engine investigation of mixture formation Correlation between numerical and experimental data Validate the numerical model Investigate the mixture formation process by simulation Status Summary: Further optimization of the CFD model Comprehensive mixture-formation study (EOI variation, different injector protrusions) Correlation with the PLIF data from the 2nd measurement block Next steps: Finishing full load simulation Preparation of deliverable DA2.17 together with PT INGAS Subproject SPA2 – WPA2.4 6

  7. INGAS Subproject SPA2 – WPA2.4 • Transparent engine investigations with LIF at AVL: • Transparent engine images represent the basis for statistical evaluation of the mixture formation and for the correlation with CFD simulation 0-500 0-70 0-30

  8. Task A2.4.2 – Analysis of mixture formation Model validation with InGAS injector – EOI 50 deg, strat. mode, position 1.5 mm Experimental (statistical) Simulated

  9. Task A2.4.2 – Analysis of mixture formation Mixture formation for different EOIs – 2000rpm, IMEP=3 bar Equivalence ratio contours - 20 deg CA ASI EOI 220 EOI 170 EOI 120 9

  10. Task A2.4.2 – Analysis of mixture formation Mixture formation for different EOIs – 2000rpm, IMEP=3 bar Equivalence ratio contours - 20 deg CA ASI EOI 302 EOI 220 EOI 195 10

  11. Task A2.4.2 – Analysis of mixture formation Mixture formation for different EOIs – 2000rpm, IMEP=3 bar Equivalence ratio contours - TDC EOI 220 EOI 195 EOI 302 EOI 170 EOI 120 EOI 70 11

  12. Task A2.4.2 – Analysis of mixture formation Mixture formation for different EOIs – 2000rpm, IMEP=3 bar fm = fraction of flammable mixture ff = fraction of flammable fuel 12

  13. Task A2.4.2 – Analysis of mixture formation Mixture formation for different EOIs – 2000rpm, IMEP=3 bar Methane backflow @ IVC EOI 195 EOI 220 EOI 302 13

  14. WP A2.4 – Combustion system development WP-Leader: AVL Main objectives: Full load performance / Low-end torque improvement by DI to demonstrate the potential of DI Catalyst heating strategies based on transparent engine results ECU Function development Fuel consumption improvement by stratified operation (at least potential) Mapping for target achievement estimation  MA2.2 Status Summary: Full load shows very good low-end torque performance due to DI Rated power not yet reached 120kW (target 130kW) – Limitation due to peak firing pressure! Part load assessment with actual base mapping done INGAS Subproject SPA2 – WPA2.4 14

  15. WP A2.4 – Combustion system development WP-Leader: AVL Next steps: Vehicle simulation with stationary maps to see the potential regarding CO2 target and define measures to reach the target (drive ratio, etc.)  Preparation of deliverable DA2.12 with milestone MA2.2 Evaluate the potential with stratified combustion Full load potential  Limitations regarding peak firing pressure should be discussed Catalyst heating strategy to be tested more in detail INGAS Subproject SPA2 – WPA2.4 15

  16. INGAS Subproject SPA2 – WPA2.4 • WOT Performance • Low-end torque target more than reached • Target power of 130kW not reached yet. Limitation regarding peak firing pressure, TC speed and compressor temperature. • Also injector flow is on the limit • Full load fuel consumption is ok taking into account the limitation from peak firing pressure Target 300Nm@1800 IMEP BMEP Target 130kW BSFC (43MJ/kg) BSFC (CNG)

  17. INGAS Subproject SPA2 – WPA2.4 • Engine mapping BSFC • Mapping with actual base calibration shows a wide region below 220g/kWh • An improvement potential is left above 16-17bar BMEP by not optimal combustion phasing due to peak firing pressure limit to be done

  18. INGAS Subproject SPA2 – WPA2.4 • Engine mapping 50% MFB • Combustion phasing optimized • Above 16-17bar BMEP some potential left to be done

  19. INGAS Subproject SPA2 – WPA2.4 • Engine mapping Peak pressure • Limitation is defined at 125bar maximum single peak. This leads to an average peak firing pressure limit of about 100bar, that is reached already at about 16bar BMEP to be done

  20. WP A2.5 – Transient Engine Testing WP-Leader: Conti Main objectives: Transient response Potential evaluation of cylinder pressure guided combustion control Base calibration Status Summary: Mapping for base parameters are done Calibration of charge model done by Conti Verification mapping for charge model and torque model done Next steps: Measurements for TC and boost pressure control Implementation of variable rail pressure  Support of Siemens/Conti for ePCD implementation on testbed Measurements for Transient response  Definition of load steps Definition of tests for combustion controlled potential (DA2.13) INGAS Subproject SPA2 – WPA2.5 20

  21. INGAS Subproject SPA2 – WPA2.5 • Base calibration improvements (Conti): • A raster was defined for measurements on AVL dyno. Results were processed by simulation tool and verified in vehicle (several optimisation steps were necessary). Currently, the modelled air mass flow static error is < 4%, dynamic error < 14% in all relevant vehicle operating points. • CAM overlap setpoints from AVL engine dyno showed impacts on driveability in dynamic conditions. Overlaps were reduced in low load area with regard to driveability. New AVL overlap fields (with reduced overlap) seem to be sufficient without changes. • Calibration for reference ignition values were adapted to new basic ignition angles from AVL engine dyno (optimised for centre of combustion 8° after TDC). 21

  22. WP A2.6 – Validation testing WP-Leader: AVL/Conti Main objectives: Test vehicle as technology carrier for drivability and performance MCE on transient testbed for demonstration of EU6 emissions and CO2 potential Vehicle testing on the chassis dyno and engine testing on the dynamic testbed with vehicle cycle simulation Status Summary: Vehicle setup done Test bed environment at AVL adopted for transient operation (cycle simulation) Next steps: Implement test cycles at testbed (NEDC and special Ingas cycle) Installation of particulate measurement equipment as agreed in the review meeting Calibration tasks for driveability and emission at testbed and in vehicle INGAS Subproject SPA2 – WPA2.6 22

  23. INGAS Subproject SPA2 – WPA2.6 • Demo vehicle status • All new systems are implemented • Vehicle driving is possible • First function testing in NEDC done ePCD output-stage rear-axle transmission IO-Box ECU supply-panel second battery for measurement equipment engine with DI- CNG-injectors emergency shutdown for ePCD Injector output-stage Basis: Mercedes E 200 NGT MKT- View ePCD

  24. INGAS Subproject SPA2 – WPA2.6 • Driveability and transient calibration done in InGAS vehicle (Conti) • Calibration of variable gas rail pressure setpoints: For low gasflow, pressure was reduced from 20bar to 14bar due to better accuracy in injected fuel mass through gas injector. • Engine cold start and after start • Calibration values for fuel enrichment after fuel cut off were reduced to avoid from too rich lambda. Currently, cat regeneration is limited to 0.97 minimum lambda. • Activation of idle speed controller was calibrated to slight higher rpm to improve stability against engine stall at transition from pull to idle state. 24

  25. INGAS Subproject SPA2 – WPA2.6 • NEDC cycle testing: • First tests showed some cylinder to cylinder deviations over time (engine temperature). • This effect will be investigated and solved by cylinder individual injector calibration. Curves show the cylinder individual Lambda. Example: Injector of cylinder 2 (blue) starts lean at low temperature and shows a drift to the rich side for warm conditions 25

  26. INGAS Subproject SPA2 – WPA2.6 • NEDC cycle testing: • A variable rail pressure was applied over speed and load by the possibilities of the ePCD device. So the minimum injection time could be limited to values above 0.7ms 26

  27. INGAS Subproject SPA2 • New time schedule (with project extension)

  28. INGAS Subproject SPA2 • New schedule for the deliverables & milestones in SPA2 DA2.12 (AVL) – M32 (May) - Assessment of combustion system development Milestone MA2.2 Potential of combustion system demonstrated: Combustion system shows potential to satisfy overall InGas targets and SPA2 specific targets be means of stationary engine results Status: • First stationary mapping available from base calibration  cycle calculation to be done for evaluation of CO2 potential • Full load curve available  low-end target reached, power target not reached yet due to engine HW restrictions and injector flow limitation DA2.13 (AVL) – M38 (Nov.) – Potential of cylinder pressure guided combustion system DA2.14 (AVL) – M35 (Aug.) – Final assessment of combustion system development DA2.15 (AVL, Conti) – M32 (May) – Test vehicle and MCE for transient testing Status: • Test vehicle at Conti is running (with some problems)  To be summarised for deliverable • Engine testbed at AVL was updated to enable transient operation  Cycles for tests (NEDC and Ingas spec. test) have to be implemented and documented DA2.16 (Conti, AVL) – M41 (Feb.) - Transient engine testbed results and drivability demonstrator DA2.17 (PT, AVL) – M33 (June) – Analysis of mixture formation DA2.18 (Conti, AVL) - M39 (Dec.) - Final summary of transient performance  MA2.3 Test vehicle assessment shows potential for target achievement: Test vehicle function demonstrated, first result assessment shows the potential to achieve overall InGas target at end of the project

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