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GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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Tao Zeng Ph.D. Candidate in M.E.
Michigan State University
Engine Downsizing for Hybrid Vehicle Simulation
Sandro Nuesch Xiaowu Zhang PhD Candidate in M.E. University of Michigan
Bosch Energy Research Network(BERN) Interns
Advisor: Jeff Sterniak, LI Jiang, Jason Schwanke
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Why Engine Downsizing _ History of GOLF
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Indirect No boos t
Indirect No boos t
1973 Golf I 1.5
1983 Golf II 1.6
1993 Golf III 1.9
1997 Golf IV 1.9
2007 Golf V 2.0
2009 Golf VI 1.6
Direct Was tegate
Direct V NT 1s t
Direct V NT 3r
Direct V NT 3rd
50 33
805
36
70 44
920
42
90 47
1145
47
110 58
1260
48
140 70
1280
42
105 66
1314
61
Power(hp)
hp/L
V W(kg)
MP G
VII vs I Power +110% hp/L +100% Vehicle Weight(kg)
+63%
MPG -42%
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Why Engine Downsizing _ Another side
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Source: KPMG’s Global Automotive Executive Survey 2014
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
How Engine Downsizing
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De-throttling in accordance with the reduced displacement Reduced friction by number of cylinders High dependency on charge air pressure. Waste Heat recovery
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Boosting system modeling in GT-POWER
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Turbines and Compressors operate based on Performance Maps generated from steady-state flow tests Maps Include: Speed , Mass Flow Rate, Pressure Ratio, Efficiency
S upercharger
Turbocharger
Turbo-compounding
GA_ENS_NA | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Boosting options for engine down-sizing
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Turb
ine
tech
nolo
gies
• Variable geometry
• Active (flow) control
• Twin and double turbine scrolls
• Multi-stage turbocharging
• Turbocompounding
• Electrification
Com
pres
sor t
echn
olog
ies • Single
stage high pressure ratio compressor
• Multistage compressor
Boo
stin
g sy
stem
s
• Single stage turbocharger
• Single stage supercharger
• Variable geometry turbocharger
• Multistage turbocharging
• Parallel multi-stage
• Series multi-stage
• Parallel/series sequential turbocharging
• Twincharger • Turbocompoundi
ng
Fut
ure
Tech
nolo
gy • Electric
turbocharger • Electric
supercharger • Superturbocha
rging • Electric
turbocompounding
• Blade supercharger
• Active control turbocharger
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GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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Next-generation internal combustion technologies Increase Internal combustion engine displacement and power density Engine Technology packages( DI. VVT. VGT. Multi-boosting)
Base engine Modeling & Validation
Engine Down Sizing Boosting System
Performance Transient Response
Coupled with Hybrid Vehicle simulation
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Dual-stage sequential TC
Dual-stage TC +SC
Dual-stage Tri-TC
Dual-stage Two TC+ One SC
Baseline Engine
2.4 L boosted engine
1.4 L boosted engine
GT Engine Modeling & Simulation
Model Validation
1000 2000 3000 4000 50005
10
15
20
25
Engine Speed (RPM)
BM
EP
(bar
)
Test DataPR Multiplier=2No Scaling
Engine downsizing for Hybrid Vehicle simulation
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Modeling Principles for the Boosting System
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Air
Valve P rofile
C ombus tion Model
Turbine Maps C ompres s or Maps
1000
2000
3000
4000
0
50
1000
10
20
30
40
Engine Speed (RPM)
fuel injection rate (mg/cc)
CA
50
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Two Stages One Turbocharger One Supercharger
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S upercharger
Turbocharger 1
Was te-gate controller 2
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Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Two Stages Two Turbochargers
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Turbocharger 1
Turbocharger 2
Was te-gate controller 2
Was te-gate controller 1
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Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Two Turbocharger One Supercharger
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S upercharger
Turbocharger 1
Turbocharger 2
Was te-gate controller 2
Was te-gate controller 1
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Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Three Turbochargers
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S tage 1
S tage 2
Was te-gate controller 1
Was te-gate controller 2
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Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Controllers Overview
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Intake
E xhaust
Throttle
Compressor
Turbine
Air Filter
E G R
T hrottle controller
B y P as s valve controller
E G R valve controller
Was te-gate C ontroller
F uel Injection controller
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Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Control Algorithm
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Target B ME P
Target A/F
+
+
-
-
Target E G R rate - +
Sensors
Actuators
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Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Waste-gate Controller for three turbochargers engine
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Two parallel high pres s ure turbine was te gates were controlled by one controller S tep input was s et from 4 bar B ME P to 20 bar B ME P T he Low pres s ure WG works coordinately with high pres s ure WG
0 5 10 1550
100
150
200
250
300
350
400
450
Time(s)
Bra
ke T
orqu
e (N
-m)
Two Wastegates ControllerTwo Wastegates Controller communicateOne Wastegate Controller lead another
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Two Stage Two Turbochargers _EGR valve controller
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0 5 10 150
0.1
0.2
0.3
0.4
Time(s)
EG
R fr
actio
n1000 rpm 10% target EGR rate
0 5 10 150
15
30
45
60
Thro
ttle
angl
e
EGR fractionEGR valve opening
0 1 2 3 4 5 60
0.1
0.2
0.3
0.4
Time(s)
EG
R fr
actio
n
2000 rpm 10% target EGR rate
0 1 2 3 4 5 60
15
30
45
60
Thro
ttle
angl
e
EGR fractionEGR valve opening
0 1 2 3 4 5 60
0.1
0.2
0.3
0.4
Time(s)
EG
R fr
actio
n
3000 rpm 20% target EGR rate
0 1 2 3 4 5 60
15
30
45
60
Thro
ttle
angl
e
EGR fractionEGR valve opening
0 5 10 150
0.1
0.2
0.3
0.4
Time(s)
EG
R fr
actio
n
4000 rpm 20% target EGR rate
0 5 10 150
15
30
45
60
Thro
ttle
angl
e
EGR fractionEGR valve opening
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Turbines under different EGR rate
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1000 2000 3000 4000 50000
5
10
15x 10
4
Engine Speed (RPM)
Low
Pre
ssur
e Tu
rbin
e S
peed
(RP
M)
10% EGR20% EGR30% EGR
1000 2000 3000 4000 50000
0.5
1
1.5
2
2.5x 10
5
Engine Speed (RPM)
Hig
h P
ress
ure
Turb
ine
Spe
ed (R
PM
)
10% EGR20% EGR30% EGR
1000 2000 3000 4000 50001
1.2
1.4
1.6
1.8
2
Engine Speed (RPM)
Low
Pre
ssur
e Tu
rbin
e pr
essu
re ra
tio
10% EGR20% EGR30% EGR
1000 2000 3000 4000 50001
1.5
2
2.5
Engine Speed (RPM)
Hig
h P
ress
ure
Turb
ine
pres
sure
ratio
10% EGR20% EGR30% EGR
Hybrid Vehicle Engine model in GT
Internal | GS/ENS-NA | 6/23/2014 | © 2013 Robert Bosch LLC and affiliates. All rights reserved.
Gasoline Systems
Control optimization for Parallel Hybrid Vehicle
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BRM
Engine Clutch
Transmission Final Drive
State Control 1 Battery SOC Teng
2 Gear Gear
])()(min[ 2
1fdesired
N
tshift SOCSOCGearfuelJ −++= ∑
=
αβ
Vehicle Mass (kg) 2352 Trans mis s ion(S peed) 8
F inal Drive R atio 3.21
States and Controls of DP
Engine BSFC Map & E-machine Efficiency Map
Cost function
Vehicle Parameters
Department | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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Engine Speed [RPM]
BM
EP
[bar
]
1000 1500 2000 2500 3000
2
4
6
8
10
250
300
350
400
450
500
550
600
Engine Speed [RPM]
BM
EP
[bar
]
1000 1500 2000 2500 3000
2
4
6
8
10
250
300
350
400
450
500
550
600
Engine Speed [RPM]
BM
EP
[bar
]
1000 1500 2000 2500 3000
2
4
6
8
10
250
300
350
400
450
500
550
600
20
DP + G T G ear logic
DP
0 200 400 600 800 1000 1200 14000
20406080
Spe
ed (
mph
)
0.4
0.5
0.6
0.7
SO
C (
-)0 200 400 600 800 1000 1200 1400
0
5
Fue
l Rat
e(g/
s)
fuelGear numberBRMon
0 200 400 600 800 1000 1200 14000
5000
10000
Spe
ed (
rpm
)
EngineMG1
0 200 400 600 800 1000 1200 1400-100
0100200300
Tor
que
(Nm
)
(E V )
0 200 400 600 800 1000 1200 14000
20406080
Spe
ed (
mph
)
ini
0.4
0.5
0.6
0.7
SO
C (
-)
0 200 400 600 800 1000 1200 14000
5
Fue
l Rat
e(g/
s)
fuelGear numberBRMon
0 200 400 600 800 1000 1200 14000
5000
10000
Spe
ed (
rpm
)
EngineMG1
0 200 400 600 800 1000 1200 1400-100
0100200300
Tor
que
(Nm
)
(E V )
Optimization result and comparison
Department | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
ON/OFF Cycle
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On-Cycle
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F T P -75 drive cycle F ull information No altitude change T ime-dependent (Almos t) unlimited computation time
F armington Hills drive cycle Limited information available C hanging altitude T ime and Dis tance-dependent V ery limited computation time
Off-Cycle
GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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Farmington Hills drive cycle
S peed limits Altitude T raffic s ignals and turns
GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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Off-Cycle / Recuperation
Identify braking / stop events C alculate potential increas e
in SOC
Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Summary
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Downsized engine with different boosting systems offer different fuel economy benefits and engine transient response, compared to the baseline engine
Engine downsizing could be further implemented with hybridization to achieve more fuel benefits
Dynamic Programming to find optimal trajectory for hybrid vehicle fuel saving in driving cycle.
Off cycle
Methodology to predict the coasting & recuperation events Find a method to translate prediction to fuel economy benefits
ECMS + improved SOC reference + more direct control DP or PEARS
GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.
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Thank You! Q&A?
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