Free Piston Engine Based Off-Road Vehicles
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1 Marquette University Milwaukee School of Engineering Purdue University University of California, Merced University of Illinois, Urbana-Champaign University of Minnesota Vanderbilt University Free Piston Engine Based Off-Road Vehicles Chen Zhang, Keyan Liu, Feng Wang Prof. Zongxuan Sun University of Minnesota Industry/University Engagement Summit June 6 8, 2016
2 Outline Project Overview Control of FPE Trajectory based combustion control FPE based independent pressure and flow control Basic concept Demonstration through simulations Summary and future work 2
3 Project Overview What are your research goals? Investigate the design, control and testing of the FPE based off-road vehicles to improve their fuel efficiency and reduce emissions How does this project fit into the CCEFP s overall research strategy? Increasing energy efficiency of fluid power Improving and applying the energy storage capabilities of fluid power Reducing environmental impact of fluid power What is the original contribution of this project? Controlling hydraulic FPE in real-time to generate the required pressure and flow rate Independently. designing appropriate hydraulic actuation system for both linear and rotary motion to reduce or remove throttling losses. Major Objectives/Deliverables What are the expected major objectives and/or deliverables? Control of the FPE to provide required pressure and flow rate independently. Design of efficient hydraulic actuation systems for modular and digital fluid power sources. Evaluation of the FPE based off-road vehicles and comparison with conventional vehicles. Industry support How can industry help / contribute? Providing operating duty cycle for offhighway vehicles. Providing industrial guidance on modeling, experimental system design and applicability of this technology 3
4 Control of FPE: the FPE at UMN Check Valves Inner Piston Pair On-off Valve LP Servo Valve Opposed Piston Opposed Cylinder (OPOC) Design Direct Injection Uniflow Scavenging Intake Ports Exhaust Ports Hydraulic Chambers Outer Piston Pair Exhaust Ports On-off Valve HP Intake Ports Variable compression ratio Advanced combustion strategy Multi-fuel operation Reduced frictional losses Fast response time Higher power density Internally balanced Modularity 4
5 Control of FPE: Virtual Crankshaft System Modeling Combustion model Hydraulic model Gas dynamics Piston dynamics Hardware improvement Sensor identification Sensor calibration Pre-charge system DAQ and control system Moog valve and Lee valves Ignition control High pressure DFI system Supercharger system Implementation of Advanced Control Virtual Crankshaft design Engine motoring tests Engine combustion tests Experiment set-up in UMN test cell The developed robust repetitive controller acts as a virtual crankshaft that would force the piston to follow the reference signal through the hydraulic actuator. Engine start Misfire recover Real time frequency and compression ratio control 5
6 Control of FPE using virtual crankshaft: Motoring Test Virtual crankshaft is able to actively regulate the piston motion of the FPE to track any prescribed trajectory reference. [1] Feedforward controller is also developed to further improve the performance of the virtual crankshaft mechanism. [2] Gas pressure, hydraulic chamber pressure and piston tracking performance (from top to bottom) [1] Li, K., Sadighi, A. and Sun, Z. (2014). Active motion control of a hydraulic free piston engine. IEEE/ASME Transactions on Mechatronics, volume (19), pp [2] Li, K, Zhang, C. and Sun, Z., "Precise piston trajectory control for a free piston engine." Control Engineering Practice, 34 (2015):
7 Control of FPE using virtual crankshaft: Continuous Combustion test (Top to bottom): Piston motion, combustion chamber pressure, hydraulic chamber pressure and control signal Continuous combustion operation is achieved Each fuel injection causes a strong combustion occurrence Virtual crankshaft is able to maintain continuous engine operation even with cycle-tocycle combustion variation Frictional loss (FMEP): 50Kpa (conventional ICE with the same size: 140Kpa) 7
8 Control of FPE: Virtual Crankshaft Virtual crankshaft mechanism Trajectory based combustion control Independent pressure and flow rate control Improved thermal efficiency [3] Reduced emissions [4] Optimal trajectory based on load requirement and fuel property [5] Producing the required flow rate at different pressure in real time Fast response time to load variation [3] Zhang, C., Li, K. and Sun, Z., Modeling of Piston Trajectory-based HCCI Combustion Enabled by a Free Piston Engine, Applied Energy, vol. 139, pp , [4] Zhang, C. and Sun, Z., Using Variable Piston Trajectory to Reduce Engine-out Emissions, Applied Energy, vol.170, pp , [5] Zhang, C and Sun, Z., Optimization of Trajectory-based HCCI Combustion, DSCC
9 Trajectory-based combustion control Pressure Temperature Species Concentration Chemical Kinetics Gas Dynamics Thermal Energy Reaction Rate Reaction Products Volume Virtual crankshaft Piston Trajectory 9
10 Trajectory-based combustion control Asymmetric piston trajectories: 1. Fixed CR and fixed frequency. 2. Compressions are the same. 3. The shape of each trajectory is changed after the TDC point, which means each trajectory has different expansion process. 4. Compression trajectories are determined to ensure the combustion occurs at the TDC point and expansion processes are designed to reduce NOx emission. Due to the ultimate freedom of trajectory movement, the three asymmetric trajectories can be easily achieved in the HFPE with the virtual crankshaft mechanism. 10
11 Trajectory-based combustion control Thermal efficiency comparison NOx emission comparison By using asymmetric piston trajectories, both engine thermal efficiency and NOx emission are improved simultaneously. (Compared to conventional ICE) The performance gain achieved by asymmetric trajectory is more obvious at high compression ratio. 11
12 Control of FPE: Virtual Crankshaft Virtual crankshaft mechanism Trajectory based combustion control Independent pressure and flow rate control Improved thermal efficiency [3] Reduced emissions [4] Optimal trajectory based on load requirement and fuel property [5] Producing the required flow rate at different pressure in real time Fast response time to load variation [3] Zhang, C., Li, K. and Sun, Z., Modeling of Piston Trajectory-based HCCI Combustion Enabled by a Free Piston Engine, Applied Energy, vol. 139, pp , [4] Zhang, C. and Sun, Z., Using Variable Piston Trajectory to Reduce Engine-out Emissions, Applied Energy, vol.170, pp , [5] Zhang, C and Sun, Z., Optimization of Trajectory-based HCCI Combustion, DSCC
13 Independent Pressure and Flow control Basic Concept Measured load pressure Required flow rate IPFC Reference Fuel injection Amount + Error - Virtual Crankshaft Servo valve signal Hydraulic FPE Output flow rate at load pressure Piston Position The key component is the Independent Pressure and Flowrate Controller (IPFC), which is able to synthesis a unique trajectory reference for the hydraulic FPE, and derive the corresponding fuel injection amount, according to required flow rate and measured load pressure. The synthesized trajectory reference is then sent to the virtual crankshaft, which ensures accurate piston motion tracking by adjusting the opening of the servo valve through different servo valve signal. The variable opening of the servo valve can also affect the output flow rate at different load pressure produced by the FPE 13
14 Independent Pressure and Flow control Basic Concept 1 Chamber 1&3 To Tank To Load 2 Chamber 2 From Load From Tank 3 Load Negative Positive Net flow 14
15 Independent Pressure and Flow control + Switching Point
16 Independent Pressure and Flow control Trajectory Generation The piston pair is subject to the hydraulic force and the gas forces. Left Gas Force Net Hydraulic Force F hy Right Gas Force The hydraulic force is the net force in all hydraulic chambers, while the gas force is subject to ideal gas law. By switching the servo valve between the top position and bottom position, the hydraulic force direction is changed. The piston motion is subject to the Newton second law F g_l x = F g_l F g_r ± F hy m F g_r F g_l : Ideal gas law, Instantaneous combustion model F g_r : Ideal gas law F hy = (P load P tank ) A piston, Constant 16
17 Independent Pressure and Flow control Different piston trajectory leads to various flow rate at a specific load pressure. 17
18 Independent Pressure and Flow control Combining FPE with the actuator Desired actuator speed + Delta pressure + _ Actuator pressure + + _ PID PID Source pressure Valve opening cmd Fraction of displacement Free Piston Engine Hydraulic pressure source Fluid capacitor Flow Valve Hydraulic plant Hydraulic actuator Actuator speed Control scheme of hydraulic controls for the FPE and actuator Measured load pressure Fuel injection Amount Hydraulic FPE Output flow rate at load pressure Required flow rate IPFC Reference + Error - Virtual Crankshaft Servo valve signal Piston Position 18
19 Independent Pressure and Flow control Case study: wheel loader working hydraulic circuit Working hydraulic circuit Lift cylinder Tilt cylinder LA LB TA TB Pressure limiter Working hydraulic system LS compensator LA Lift chamber A LB Lift chamber B TA Tilt chamber A TB Tilt chamber B S Drivetrain PM1 Pump/motor1 PM2 Pump/motor2 PM1 ICE C Loadingsensing pump R Planetary gear set PM2 Final drive Hydraulic power split drivetrain 19
20 Independent Pressure and Flow control 20
21 Working hydraulic circuit simulation results 21
22 Summary and future work With proper reference trajectory and fuel injection strategy, the FPE can work as a fluid power source that independently control the output flow and pressure. Power source side simulation shows that the corresponding trajectory can be acquired and the working principle has been verified with simulations. Actuator side simulation shows that such flow source can be utilized by the off-road vehicle hydraulic circuit. Next, we will combine the models of the power source and the actuator to further verify the proposed idea. 22
23 Hydraulic FPE vs. Digital Pump Q out = Q load Q out Q out = = Q load Q load Q drain 23
24 Independent Pressure and Flow control Trajectory Generation Start Set the left chamber at the TDC Load Fraction of displacement Off-line Sweeping Set valve timing according to Dx Numerically Calculate the trajectory Calculate corresponding flowrate Record the fuel amount and trajectory Adjust fuel amount so that the piston returns to the same TDC End 24
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