Christof Schernus, Frank van der Staay, Hendrikus Janssen, Jens Neumeister FEV Motorentechnik GmbH

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1 GT-Suite Users Conference, 2001 CAMLESS ENGINE MODELING Christof Schernus, Frank van der Staay, Hendrikus Janssen, Jens Neumeister FEV Motorentechnik GmbH Betina Vogt Institute for Combustion Engines, RWTH Aachen Lucien Donce, Ivan Estlimbaum, Christophe Maerky, Eric Nicole Johnson Controls Automotive Electronics (JCAE) SA

2 Contents 2 Introduction Benefits of Variable Valve Timing EMVT Operation Principle EMVT Physical Basics EMVT Dynamic Model Dynamic Simulations Approach for Computational Optimization of Valve Timing Summary and Conclusions

3 Introduction 3 Voluntary agreement by the European Federation of Automobile Manufacturers (ACEA): Average CO2 emissions of new passenger cars will be reduced to 140 g/km by the year For the year 2003, an intermediate target of between 165 and 170 g/km has been established After a review of the voluntary agreement in 2003, a target of 120 g/km may be set for MY 2012 Passenger Car Engines are typically operated in part load Besides Vehicle Weight, Part Load Engine Efficiency is the dominant parameter of Fuel consumption and CO2 emissions

4 Benefits of Variable Valve Timing 4 SI engine part load efficiency Suffers from throttled operation Low intake pressure - large pumping loop Variable valve timing desirable Fully variable valve timing: No throttle Atmospheric intake pressure Minimized pumping loop possible Electro-Mechanical Valve Train (EMVT) Almost fully variable valve timing Arbitrary opening and closing of multiple or single intake and exhaust valves Improved part load efficiency Higher low-end torque Modeling issues discussed in this presentation Valve Lift Valve Lift Valve Lift 800 rpm ; IMEP=1 bar BDC TDC BDC TDC Cylinder Pressure Cylinder Pressure Cylinder Pressure TDC Exhaust Open Exhaust Close Intake Open Intake Close Conventional Camshaft Valve Train / Throttle Control Early Intake Close Late Intake Close BDC

5 EMVT Operation Principle 5 Upper magnet: Closing magnet Holds valve closed for the desired time Switched off at valve opening Lower magnet: Opening magnet Catches approaching armature and holds valve open for desired time Supports opening motion of the valve by feeding energy lost during opening back into the system General current profile High capture current Low holding current Zero idle current Closing Magnet Armature Opening Magnet Actuator Spring Valve Spring Valve

6 EMVT Physical Basics 6 Spring-Mass Oscillator Natural frequency depends on Spring rates Oscillating masses Motion is time-based, not crank angle based External forces Seats Friction Magnetic forces Gas forces of special concern on exhaust valves F ext F ext

7 EMVT Physical Basics 7 Gas Forces result from 3D flow field Flow in valve gap restricted by narrowest cross section in inner seat ring zone. Higher pressure propagates from cylinder into valve gap Flow along rear face of the valve stagnates at valve stem Higher pressure in center area of the valve Effective pressure difference on valve surfaces lower than predicted by 1D simulation ξ p(1d) Gas Force Coefficient (GFC) evaluated for pressures from 1D simulation GFC( lift) 9 9 ξ = ( pa) GFC < 1! ( pe da) 1D 3D

8 EMVT Dynamic Model 8 SIMULINK EMVT Model Two major parts: Electrical-magnetic system Reluctance of armature and air gap Ohmic resistances Eddy currents Mechanical system Balance of spring, mass and magnetic forces Introduces gas forces From saved profile or From linked GT-Power simulation Gas Force Coefficient from CFD enables more precise estimation of gas forces Crank 1 pport inports 2 pcyl Fmag pport pcyl CA s_arm v_arm s_valve PBP EBP Spring-Mass- Dynamics 1e5 bar->pa 1e5 bar->pa1 -K- m->mm vlift GT-Power EBP inports outport Pressures penv*ashaftev AEVPort nrpm Port Valve Area AEVCyl CA_VL Cylinder Valve Area pport 1 s_arm v_arm CA outport Product Fmag Magnetic Circuits CA rpm pport pcyl EBP 1 Fgas 3 vlift 1000 VL m->mm AL GFC_lift pcyl

9 Dynamic Simulations (1) 9 Dynamic Simulation of Exhaust Valve Train 6000 rpm, full load Valve lash = 0.05 mm Good Correlation of measured and calculated armature dynamics Dynamic Model validated Lift (mm) armature (Sim.) valve (Sim.) arm.measured Crank Angle [ ATDC]

10 Dynamic Simulations (2) 10 Forces acting on exhaust valve and armature, 6000 rpm, full load Backpressure Energy Loss [J] E BP = F Gas v Valve dt Force Actuator Spring Valve Spring Stem Contact Gas Closing Magnet Opening Magnet Crank Angle [ ATDC] Crank Angle [ ATDC]

11 11 Computational Valve Timing Optimization Approach (1) Further Simplification: Approximated Lift Profiles for Stand-Alone GT-Power Simulation Mass-spring oscillator: Ideal motion has sinusoidal velocity profile Topen Tclose Lift profile with Intake: cosine shaped opening ramp constant maximum lift and cosine shaped closing ramps Transition times Topen, Tclose = const. Exhaust: Tclose = const. Valve Lift (mm) Measured Opening Open Closing Topen = f( p EVO ) Version 5.2 provides a new Valve Object for this type of lift profile: Crank Angle ( ATDC) ValveSolenoidSimple

12 Computational Valve Timing Optimization Approach (2) 12 With V5.1: Two Different Techniques applied: Intake: Mapped Lift Profiles Different Engine Speeds Different Opening Durations Constant Transition Time Exhaust: Online Computation Cosine Algorithm implemented using control icons Variable Engine Speeds Variable Opening Durations Variable Transition Times

13 Computational Valve Timing Optimization Approach (3) 13 Complex interaction of pressure fluctuations Valve timings of exhaust and intake cannot be optimized independently EVO defines expansion losses and excites pressure fluctuation phase IVO, EVC define overlap cross section Overlap timing and pressure will influence ram effect in intake runners Full load IVC set for max. intake mass Optimum IVC is a function of rpm, runner length and other valve timings 4 parameters with interactions Sinusoidal approach used for simplicity DOE supported valve timing optimization Screening for possible optimum Refined design in smaller range Selected Valve lift profile checked using dynamic model EVC Contour Plot of IMEP Hold values: IVC: EVO: 94.5 IVO EVC New Hi D Cur Lo IMEP Maximum y = d = IVO IVC EVO EVC [ ] [ ] [ ] [ ] Contour Plot of IMEP Hold values: IVO: EVO: 94.5 IVC

14 Computational Valve Timing Optimization Approach (4) 14 Example of optimized gas exchange, n = 6000 rpm, IMEP = bar Pressure peak of blow-down reflected as suction TDC improves intake flow starting conditions

15 Summary and Conclusions 15 EMVT Camless Engine features almost fully variable valve timing Work losses can be minimized: Part load intake pumping work if operated w/o throttle Optimum trade-off between expansion work and exhaust pumping losses Optimum valve timing for every operating point at full and part load Simulation of 3D flow, 1D gas dynamics and EMVT dynamics Powerful tool for integrated analysis of EMVT engine process Reveals moderate energy losses on exhaust valves of less than 1 J per opening The Optimization of EMVT Camless Engine includes all Systems: Matching of Engine Gas Exchange and Valve Actuation Parameters Engine Cylinder volume and port flow behavior Valve size and mass Spring rates and pretension Electric system and magnetic circuit Improved part load fuel consumption and higher low-end torque

16 GT-Suite Users Conference, 2001 CAMLESS ENGINE MODELING Christof Schernus, Frank van der Staay, Hendrikus Janssen, Jens Neumeister FEV Motorentechnik GmbH Betina Vogt Institute for Combustion Engines, RWTH Aachen Lucien Donce, Ivan Estlimbaum, Christophe Maerky, Eric Nicole Johnson Controls Automotive Electronics (JCAE) SA

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