A Systems Approach to Meet Tier 2 Bin 5

Transcription

1 A Systems Approach to Meet ERC - 25 Symposium Madison, June 9, 25 Dean Tomazic FEV Engine Technology, Inc. Auburn Hills, MI, USA Overview 1. Introduction 2. Current Market Situation 3. Emission Requirements 4. Potential Approaches and Technologies 5. Initial Demonstrator Results 6. Summary

2 Evolution of Specific Power 1 Specific Power [kw/l] Published Values Diesel-EnginesFuture HSDI naturally aspirated Diesel Engines turbocharged (TC) turbocharged +intercooled (TCI) OPEL Vectra 1.9 OPC BMW535d DC35CDI Specific Power [hp/l] Model Year Gas Mileage vs. Vehicle Weight Fuel Consumption [l/1km] % 37% 4% Gasoline Vehicles DI Diesel Vehicles Mileage [mile/gal] [kg] Vehicle Weight [lbs] 55

3 Performance Comparison 73d Rated Power: Max. Velocity: Acceleration (-62 mph): Fuel Consumption: Vehicle Sales Price: Diesel 16 kw 235 km/h 8.6 s 9.8 L/1km i Gasoline 17 kw 237 km/h 8.4 s 13.2 L/1km 61.5 Source: ADAC 25 Overview 1. Introduction 2. Current Market Situation 3. Emission Requirements 4. Potential Approaches and Technologies 5. Initial Demonstrator Results 6. Summary

4 Current Market Situation NVH Emissions Fuel Economy Cost Overview 1. Introduction 2. Current Market Situation 3. Emission Requirements 4. Potential Approaches and Technologies 5. Initial Demonstrator Results 6. Summary

5 U.S. Federal Emissions Legislation (Tier 2).11 Particulate Matter [g/mile] [g/mile] LEV ULEV SULEV Euro 4 Euro 3 Tier NOx [g/mile] NOx [g/mile] Overview 1. Introduction 2. Current Market Situation 3. Emission Requirements 4. Potential Approaches and Technologies 5. Initial Demonstrator Results 6. Summary

6 Combustion System Interdependencies Peak Pressures Fuel Injection System EGR System Compression Ratio Combustion System Turbocharging Nozzle/Bowl Design Charge Air Motion Intercooling EGR-System Requirements Fast response of EGR-valve Repeatable and accurate positioning of EGR-valve Closed loop operation Low variability of re-circulation rate among individual cylinders (equal distribution) Efficient exhaust gas cooling (high heat flux) Low exhaust gas cooler performance deterioration due to deposits Compact, light-weight design Corrosion-free materials Low cost MAF MAF HP-EGR System MAP MAP DPF VNT LP-EGR System VNT ECU ECU

7 Turbocharging/Intake Air Management (BMW) LP-EGR System Exhaust Valve Closed Exhaust Valve Open Exhaust Valve Fully Open Air Valve Closed Air Exhaust Air Valve Open Air Exhaust Air Valve Fully Open Air Exhaust Below 18 rpm, only small turbo works (vehicle launch) Between 18-3 rpm both turbos work; open air and exhaust flap Beyond 3 rpm, only the large turbo supplies fresh charge (Inter-) Cooling Audi 3.L V6 VW 1.9L TDI

8 Charge Air Motion and Nozzle/Bowl Design Basic Engine Data: - General Engine Data (e.g. Stroke, Bore, CR, Bowl Geometry, Inj. Nozzle Layout, Valve Timing, Intake Swirl vs. Valve Lift etc.) - Thermodynamic Measurement Data (e.g. Cyl. Press. vs. CA, Inj. Press. vs. CA, Air Flow, Fuel Flow, Torque, Speed, etc.) EPOS (1-Cylinder Process Simulation) Output: - Cyl. Pressure - Cyl. Temperature Cylinder Pressure (calculated) [bar] TDC high Crank Angle [ CA] In-Cylinder Temperature (calculated) [K] KOMA (Combustion Bowl and Nozzle Layout) Geometrical Injection Spray Distribution LP-EGR System Verification with New Engine Data (e.g. Torque, Power Output, Intake Swirl, CR, Inj. Timing, Inj. Pressure, Boost Pressure, etc.) DESAS (Diesel Injection Spray Deflection Simulation) Modification of Bowl / Nozzle Layout if Necessary. Engine Testing with New Combustion System Layout Performance Development History Specific Power [kw/l] P max 135 bar P max 15 bar P max > 15 bar IDI Engines p max = bar eventually up to 22 bar, according to emission legislation LP-EGR System DI Engines Year

9 Combustion System Approaches New Combustion System Effort/Risk Homogenisation lllll Chamber Geometry Charge Density + Motion Advanced Control Injection Strategy Conventional Swirl-Assisted Combustion System T I M E Combustion System Development Combustion System Controls & Strategies Vehicle Fuel Injection System EGR System Boost System

10 Emissions Control System Development Rapid Warm- Up Controls & Strategies Vehicle Lean/Rich Modulation Filter Regeneration Sulfur Removal Rapid Warm-Up Vehicle Speed [mph] Engine Speed [rpm] Temperatures [ C] Final Rapid Warm-Up Calibration No Intervention Retarded Begin of Injection 7 Throttled Intake Manifold Pressure 6 Upstream PreCatalyst Downstream PreCatalyst Time [s]

11 Lean/Rich Modulation HC [ppm] O2 [%] Time [s] Lambda [-] Engine Speed = 2261 rpm Load = 8.4 bar BMEP BOI Post Injection -65 CA Rail Pressure During Rich Phase = 15 bar Rail Pressure During Rich Phase = 12 bar Rail Pressure During Rich Phase = 14 bar CO [%] Opacity [%] Sulfur Removal (Desulfurization) th Stage: - Dethrottle after 5-1 seconds waiting period Lambda [-] st Stage: - Throttling to Lambda 1.1 3rd Stage: - Disable Post Injection 2nd Stage: - Apply Post Injection - Lambda control between.97 and Time [s]

12 Filter (DPF) Regeneration [mbar] [kg/h ] DPF Temperatures Upstream DPF Downstream DPF Differential Pressure across DPF Exhaust Flow and Oxygen Level Start of DPF regeneration intervention mbar Oxygen Level Exhaust Flow Time [ s ] [ C] [O2 %] Overview 1. Introduction 2. Current Market Situation 3. Emission Requirements 4. Potential Approaches and Technologies 5. Initial Demonstrator Results 6. Summary

13 APBF-DEC Light-Duty Vehicle Demonstrator State-of-the-art ECU ETAS ASCET-SD ES1 Engine Specification Arrangement: In-Line 4-Cylinder Displacement: 1.9 L Rated Power: 1 4 rpm Max. Torque: 33 2 rpm Bore/Stroke: 79.5/95.5 mm APBF-DEC Light-Duty Vehicle Demonstrator Pre- Engine Catalyst ECS-A: DOC + NAC ECS-B: NAC Cell Density: 4 cpsi Volume: 1.34 L Diameter: 4.16 inch Length: 6 inch Wall thickness: 4.5 mil Underbody CDPF NAC Exhaust All ECS: CDPF All ECS: NAC Cell Density: 2 cpsi Cell Density: 35 cpsi Wall thickness: 14 mil Wall thickness: 5.5 mil Substrate Material: SiC Volume: 2.5 L Volume: 2.5 L Diameter: 5.66 inch Diameter: 5.66 inch Length: 6 inch Length: 6 inch Cell Geometry: Square Substrate Material: Cordierite Cell Geometry: Square

14 Initial Vehicle Results (I) FTP75 Developmental Results 12, miles , miles 5, miles 5, miles CO [g/mi] PM [g/mi] , miles 5, miles 12, miles , miles NMHC [g/mi] NOx [g/mi] Initial Vehicle Results (II) FTP75 Intermediate Useful Life Results 12, miles , miles 5, miles 5, miles CO [g/mi] PM [g/mi] , miles 5, miles 12, miles , miles 5, mi 8,5 mi , mi NMHC [g/mi].2.. 8,5 mi NOx [g/mi]

15 Overview 1. Introduction 2. Current Market Situation 3. Emission Requirements 4. Potential Approaches and Technologies 5. Initial Demonstrator Results 6. Summary Summary Current market situation and requirements make the diesel engine an attractive solution. Discussions about CO 2 limitations, CAFE, independence on foreign oil, and fossil fuel preservation strengthen the position of the diesel engine. Technologies developed show high potential to allow competitive reintroduction of diesel engines into U.S. market. Meeting is a systems approach!