2012 DOE Merit Review – ACCESS - Energy.gov · 6 . 2012 DOE Merit Review – ACCESS –...

Hakan Yilmaz Global Technology Management

Gasoline Systems, Robert Bosch LLC

Contract: DE-EE0003533 Project ID: ACE066

2012 DOE Vehicle Technologies Program Review

Advanced Combustion Concepts - Enabling Systems and Solutions (ACCESS) for High Efficiency Light Duty Vehicles

Arlington, Virginia May 18th, 2012

“This presentation does not include any confidential material”`

2012 DOE Merit Review – ACCESS

RBNA / GOV1 | 3/1/2012 | This presentation does not contain any proprietary, confidential, or otherwise restricted information | © 2012 Robert Bosch LLC and affiliates. All rights reserved. 1

2

2012 DOE Merit Review – ACCESS

• Project Overview

• Relevance

• Approach

• Collaboration and Coordination

• Accomplishments and Future Work

• Summary


3

2012 DOE Merit Review – ACCESS – Overview

RBNA / GOV1 | 3/1/2012 | This presentation does not contain any proprietary, confidential, or otherwise restricted information | © 2012 Robert Bosch LLC and affiliates. All rights reserved.

Budget Barriers

Timeline Partners

• US Department of Energy • Robert Bosch LLC • AVL • University of Michigan, Ann Arbor • Stanford University • Emitec

Barriers

Fuel efficiency as key market driver Stringent emission requirements System cost of advanced combustion

Targets >25% fuel efficiency improvement SULEV emissions capability Commercially viable system solution

$24,556,737 – Total Project Budget • $11,953,784 – DOE Funding • $12,602,954 – Partner Funding

$9,987,412 – Phase I

• $4,764,644 DOE Budget • ~ $4,586,000 invoiced to DOE

$7,441,808 – Phase II $7,127,518 – Phase III

Phase 3 (1.5 yrs)

Application

Implementation and

Vehicle Demo

Phase 1 (1.5 yrs) Concept

Fundamental Research

Phase 2 (1 yr)

Development

Technology Development

Phase 3 (1.5 yrs)

Application

Implementation and

Vehicle Demo

Phase 1 (1.5 yrs) Concept

Fundamental Research

Phase 2

Development

Technology Development

9/30/2010- 02/28/2012

03/01/2012- 02/28/2013

03/01/2013 – 09/29/2014

3

4

2012 DOE Merit Review – ACCESS – Relevance


• Relevance

• Approach



• Summary


Combustion Concept – Boosted Lean HCCI + Engine Downsizing

Homogenous pre-mixture of air, fuel & residuals Controlled auto-ignition and flameless combustion


100 %

125 %

1) w/ 2xVVT in/out, 20% Downsizing 2) w/ 2xVVT in/out, 30% Downsizing 4) w/ 2xVVT 5) w/ 2xVVT, 2x 2 - - step VVL, ext. EGR, PDI 6) Dual Fuel System, Start - Stop

Port Inj . Direct Injection 0 %

25 %

50 %

75 %

100 %

Hom .

102 %

Lean Stratified

Spray Guided 4 )

117 %

3) w/ VVT in/VVL out, 40% Downsizing

Lean Hom .

HCCI 5 )

116 %

HCC I

Basic System

Hom . Turbo

Extr . DZ 3 )

3.5L

Hom . Turbo DZ 1)

115 %

2.8L

Hom . Turbo DZ 2)

117 %

2.5L

122 %

2.0L

Lean Hom . HCCI Turbo DZ 3)+ 5 )

HCC I

12 8 %

Lean Stratified

Turbo DZ 3)+ 4 )

127%

Lean Hom . HCCI Turbo

DZ 3)+ 5 )+6)

HCC I

13 0 %

Port Inj . Direct Injection 0 %

25 %

50 %

75 %

100 %

Hom .

102 %

Lean Stratified

Spray Guided 4 )

117 %

3) w/ VVT in/VVL out, 40% Downsizing

Lean Hom .

HCCI 5 )

116 %

HCC I

Basic System

Hom . Turbo

Extr . DZ 3 )

3.5L

Hom . Turbo DZ 1)

115 %

2.8L

Hom . Turbo DZ 2)

117 %

2.5L

122 %

2.0L

Lean Hom . HCCI Turbo DZ 3)+ 5 )

HCC I

12 8 %

Lean Stratified

Turbo DZ 3)+ 4 )

127%

Lean Hom . HCCI Turbo

DZ 3)+ 5 )+6)

HCC I

13 0 %

1 2 3


6


Overall Project Objectives • Baseline Powertrain: 3.6L V6, PFI, 6 Speed • Target Powertrain: 2.0L I4, DI, Turbo, 6 Speed –Multi Mode Combustion SI/HCCI • >25% Fuel Economy Improvement Compared to Baseline • SULEV Emissions Capability • By mid 2014 commercially viable, production feasible, system solution

Annual Objectives – March 2012 to March 2013 • Finalize control strategy architecture for a multi-mode combustion engine • Integration of proposed air path and HCCI combustion control strategies into ECU software • Prototype level 2 updates and proof of combustion concept for vehicle readiness • Implementation of rCFD LES Combustion model

Phase 2 Targets for Phase 3 Go/No Go Decision • Modeling, simulation, or test results of selected technologies indicate technical feasibility of

achieving project goals. • The cost benefit analysis shows that the project is on a specific path to deliver a

commercially viable engine and vehicle system.


7

2012 DOE Merit Review – ACCESS – Approach


• Relevance

• Approach



• Summary


8

Customized Engine Management (ECU)

Novel combustion algorithms Model based control

Boosting Device

2-stage TCSC system HCCI map extension

Solenoid Multi-Hole DI Central mount Split injection small pulse Laser drilled holes Simultaneous DI+PFI inj.

DI + PFI Injection

In-Cylinder Pressure Sensing

Direct combustion feedback Closed loop control

Three-way catalyst Optimized for multi-mode

combustion

Advanced Aftertreatment

2x Var. phasing (CamPhasers) 2x Var. lift (TwinLift or cont. var.) Fast and accurate actuation

Variable Valve Actuation

EGR control EGR cooling Map extension

External EGR System

ACCESS Multi Mode Combustion System Configuration



9

Multi Mode Combustion System Configuration – Prototype 1 Architecture



10

2012 DOE Merit Review – ACCESS – Collaboration


• Relevance

• Approach



• Summary


11



ACCESS Project Organization

University of Michigan - Sub Advanced Powertrain Controls Laboratory

- Control Oriented Models - HCCI / SIDI Engine Controls - Engine Sub - System Controls

US OEM’s

- Information Exchange - Technology Alignment

Robert Bosch LLC - Sub Research and Technology Center (RTC)

- HCCI and Bio Fuels Thermodynamics - Combustion Modeling and Simulations

- HCCI Engine Controls

Stanford University - Sub

- HCCI and Bio Fuels Thermodynamics - Combustion Modeling and Simulations

- Single Cylinder Engine Operation

AVL - Sub Powertrain Engineering

- Engine & Vehicle Simulations - HCCI Combustion System Research

- HCCI Engine Design and Development

US Department of Energy

- Project / Contract Management - Technical Merit / Milestone Reviews

Steering Committee - Project Scope Definition

- Technical Merit / Milestone Reviews

Robert Bosch LLC - Prime Gasoline Systems (GS)

- Project Lead - Engine Management System Concept

- Engine Controls & Application

Chevron Energy Technology Company External Support

- Fuel Property Consultation - Fuel Samples for Combustion Testing

University of Michigan - Sub Walter E. Lay Automotive Laboratory - Physics Based Combustion Modeling - Combustion Development & Testing

- Single / Multi Cylinder Engine Research

Emitec - Sub

- After - Treatment System and Simulation - 3 - Way Catalyst Development

- Lean NOx After - Treatment Development

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12


University of Michigan, Ann Arbor Advanced Powertrain Controls Laboratory

Anna Stefanopoulou – Co – PI – Engine Controls Eric Hellström – Research Fellow –

Engine Controls Yi Chen – Air Path Modelling / Controls Patrick Gorzelic – Combustion Mode Switching Shyam Jade – Combustion Modelling /

Controls Jacob Larimore – Combustion Mode Switching

US OEMs

– Information Exchange – Technology Alignment

Robert Bosch LLC Research and Technology Center (RTC)

Joel Oudart – Advanced Combustion/Biofuels Nalin Chatuverdi – Modeling and Controls Aleksander Kojic – Controls Nikhil Ravi – Controls

Stanford University

Heinz Pitsch – Co - PI – CFD Simulations Mittal Varun – CFD Simulations

Eric Doran – CFD Simulations

Chris Edwards – Thermodynamics Julie Blumreiter – Thermodynamics

AVL Powertrain Engineering

Dusan Polovina – Co - PI – Combustion Roger Faber – Project Management Vasile Frasinel – Design Kevin Roth – Calibration Chris Erhardt – Engine Assembly & Dyno

Robert Bosch LLC Gasoline Systems (GS)

Hakan Yilmaz – PI Li Jiang – Co - PI – Engine Controls Oliver Miersch-WIemers – Co - PI – System Angela Dragan – Project Management Jeff Sterniak – Combustion Concept Julien Vanier – System Integration Alan Mond – System Concept

Chevron Energy Technology Company (ETC)

– Technical Consultation – Advisory and Information Exchange

University of Michigan, Ann Arbor Walter E. Lay Automotive Laboratory

Stani Bohac – Co - PI – Combustion Jason Martz – Combustion Simulation

Janardhan Kodavasal – Chemical Kinetics Modelling Prasad Shingne – 1D Engine Simulation Adam Vaughan – Experimental Research Vijai Manikandan – Multi-Mode Operation

Optimization

Emitec

Ulrich Pfahl – Co - PI – After - Treatment Jan Kramer – Co - PI – After - Treatment Markus Downey – System Application

– Experimental Research

Ben Kessel – Thermodynamics

David Cook – Co- PI - CFD Simulations


Vasileios Triantopoulos

Arjun Sharma – CFD Simulations

ACCESS Project Organization

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14


• Relevance

• Approach



• Summary


2012 DOE Merit Review – ACCESS – Accomplishments

14

15 RBNA / GOV1 | 3/1/2012 | This presentation does not contain any proprietary, confidential, or otherwise restricted information | © 2012 Robert Bosch LLC and affiliates. All rights reserved.


COMBUSTION CONTROLS

SOFTWARE ARCHITECTURE

15



• Control-Oriented Modeling • Engine Control Development • Control Validation

• Real-time Controls in ECU

• Concept Feasibility • Fuel Econ. And Emissions • Experimental Validation • Biofuels investigation • rCFD – LES and RANS

• Base Engine Control Unit • Controls Implementation • Vehicle Interface

• Multi-Mode Combustion ECU

Demo Vehicle

•Optimal Combustion Mode Switch Strategies

16

17

Engine Test Cells at University Partners • Single-cylinder research engine lab with Fully Flexible

Valve Actuation (FFVA) at Stanford operational

• Two multi-cylinder engine dynamometers (one steady-state, one fully transient) operational at University of Michigan Automotive Research Laboratory

• Prototype 1 engine operational at University of Michigan since 03/2012

• Resident Bosch engineers at Stanford University and University of Michigan Stanford University University of Michigan

Engine Test Cells at Industry Partners • HCCI combustion development and parameterization with

Prototype 1 engine at AVL test cell since 10/2011

• SI calibration with Prototype 2 engine at Bosch test cell scheduled 07/2012

• All experimental set-ups have same Engine HW and Engine Management System Bosch test cell AVL test cell


Transient Dyno Cell


Industry support enables university researchers to focus on innovation

17



Fundamental Combustion & Fuels Approach

Strategies for low load at 1500rpm Results Future Work • Engine test bench operational with DI + PFI

Injection, Fully Flexible VVA, Boost (<3000rpm) • Key fuel injection strategy for low load HCCI

identified • rCFD RANS: HCCI Combustion model applied for

baseline case • rCFD LES: Gas exchange validated

4 4.5 5 5.5 6 6.5280

300

320

340

360

380

400

mfuel [mg/cyc]

isfc

[g/k

Wh]

Fuel Mass [mg/cyc] Spec

ific

Fuel

Con

sum

ptio

n [g

/kW

h]

Reduction iSFC with multiple injection

Single injection Multiple injection

Strategies for low load at 1500rpm

• Single cylinder research engine (SCRE) with

Fully Flexible Variable Valve actuators (Stanford University)

• Investigation of injection strategies for robust HCCI under low load condition

• rCFD RANS to investigate extreme high and low load HCCI

• Development of rCFD LES method for engine simulation in SI and HCCI modes

• Define optimized valve lift profiles for Prototype 2 engine

• Investigation of SI/HCCI mode switch • HCCI investigation with biofuels • Investigate low load HCCI operation with rCFD

RANS • Develop boosted HCCI operation strategies

LES of HCCI Gas Exchange

18

200220240260280300320340360SOI [bTDC]

240

260

280

300

320


Prototype I Injector Prototype II Injector


Stock Injector Stock injector Prototype 1 injector

1500RPM

6.0 bar BMEP

200220240260280300320340SOI [bTDC]

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

SMO

KE [FSN

] BSF

C [g

/kW

-hr]

Spray Development for Direct Injection

Better mixture preparation in SI mode shows 1-3% BSFC gains on Prototype 1 engine

19



2-stage Turbocharger

Back- pressure

MechanicalFriction

higher losses

Supercharger + Turbocharger

+ Turbocharger

- -

Boosting Strategy for Lean HCCI

Boost pressure From turbocharger

Flow Rate [kg/hr]

Pre

ssur

e R

atio

Supercharged HCCI shows high potential when assisted by low-pressure turbocharger

20


2012 DOE Merit Review – ACCESS – Accomplishments Experimental Fuel Economy Results from Prototype 1 Engine

BS

FC [g

/kW

-hr]

0

50

100

150

200

250

300

350

400

450

500

550

600

1500 RPM2.0 bar BMEP

2000 RPM3.0 bar BMEP

2500 RPM 2.0 bar BMEP

Baseline 3.6L PFI EngineSI - Prototype 1 EngineHCCI - Prototype 1 Engine

40% 33%

40%

* Optimized to 50ppm NOx; Further optimization of boosting system in progress to reduce to 10ppm NOx

* *

*

Steady-state results show > 33% FE improvement with downsized HCCI over baseline

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22

Overview – Combustion System Approach

Major Accomplishments Future Work

• Steady state and transient boosted HCCI operation used to achieve BSFC targets with optimized NOx emissions.

• High fidelity combustion model for fundamental multi-mode combustion.

• Simulation of FTP75 cycle on UofM transient dyno to develop boosted HCCI concepts.

• Demonstration vehicle to validate final results.

• Prototype 1 engine built successfully and

operational at AVL since 10/2011

• Transient dynamometer was commissioned at University of Michigan and operational

• Boosted HCCI comparison (SC vs TC) completed at University of Michigan

• CFD models validated for baseline operation

• Experiment optimized TC-SC boosting system

• Combustion development and validation of Prototype 1 engine on transient dynamometer

• Parameterization of multi mode combustion

• Prototype level 2 updates and proof of combustion concept for vehicle readiness



22





• Concept Feasibility • Fuel Econ. And Emissions • Experimental Validation • Biofuels investigation • rCFD – LES and RANS



•Optimal Combustion Mode Switch Strategies

23

RBNA/GOV | 3/1/2012 | This presentation does not contain any proprietary, confidential, or otherwise restricted information | © 2012 Robert Bosch LLC and affiliates. All rights reserved.


Model-based control to enable fast and robust HCCI transitions

HCCI Control Architecture

Operating Coordination

Driver Demands

Engine Torque

Structure

N, M* BMOD

+SOI [MR] MFB50-EVC FB Controller

(Reference Cylinder)

ENG

INE

Exhaust Valve Controller

Combustion Feature

Calculation

pcyl

State Estimator(Cylinder Individual)+ MFB50-SOI FB Controller

(Cylinder Individual)MFB50*

MFB50

MFB50-SOI FF Controller (Cylinder Individual)

NMEP FB Controller(Cylinder Individual)

NMEP FF Controller(Reference Cylinder)

+NMEP*

NMEP

+ Injector Controller

Reference Cylinder Identificaiton

+

λ* Wcyl,air

N, pint

φINJ

ΔtINJ

WINJ,FF

WINJ,FB

φINJ,FF

φINJ,FB

Torque Structure Air System Fuel System

EVC Coordinate exhaust valve and injection timing with mid-ranging control strategy

Cylinder-to-cylinder balancing with cylinder-individual fuel control with reference cylinder approach

24



Reduced-order model enables model-based control of HCCI combustion

254 256 258 260 262 264 266-2

-1

0

1

2

3

4

EVC (CAD)

CA

50 (C

AD

)

Control modelData

7.5 8 8.5 9 9.5 10 10.5-5

-4

-3

-2

-1

0

1

2

3

4

Fuel quantity (mg)C

A50

(CA

D)

Control modelData

95 100 105 110

2

4

6

8

10

12

CA

50 (C

AD

)

Engine cycle

Control modelExperiment

Reduced-order model

Experiment

1100 1200 1300 1400 1500 1600 1700 1800 1900 20001

2

3

4

5

6

7

8

Engine speed (rpm)

CA

50 (C

AD

)

Control modelExperiment

Single-C

ylinder Engine

Transient from 1600 to 1900 RPM

Multi-C

ylinder Engine

Steady-State Engine Speed Sweep

Steady-State EVC Sweep

Steady-State Fuel Quantity Sweep

Control-Oriented Modeling of HCCI Combustion

Main Combustion States (state): T, [O2], [fuel] Main Actuator (inputs): EVC, SOI, mfuel Target Performance Variable (output): CA50

Model Structure

25



Robust control to enable stable HCCI combustion at boundary conditions

Modeling and Control for HCCI with High Cycle-to-Cycle Variation Single-Cylinder Engine (UM) Observation

High cycle-to-cycle variations were observed on both single and multi-cylinder engine at HCCI boundary operation conditions

Simulation-based performance evaluation of controllers with injection timing as the key actuator

26



Simulation of model-based control of throttle and turbocharger wastegate

Model-based boost control improves air charge transient response

Boost Control with 2-stage TC-SC Air Path System

Engine Management System for target engine platform

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Overview – Control System Approach • Simulation / Experiment based system dynamics

and control sensitivity analysis

• Model-based combustion / air path control with cylinder pressure sensing feedback

• Engine-in-the-loop control algorithm validation via rapid prototyping techniques

• Control-Oriented HCCI combustion model validated

for low/part load and light boost at varying speeds

• Control-oriented air path model and controls established for target engine configuration

• Actuator sensitivity analysis under HCCI combustion for Prototype 1 engine in progress

• Establish controls for HCCI /SI combustion

mode switch

• Finalize control strategy architecture for a multi-mode combustion engine

• Validate transient HCCI operation with Engine-in-the-loop vehicle simulation

Accomplishments Future Work



States X: T, [O2], [fuel]Inputs U: IVO, EVC, SOI, fuel, Sp

SC-Byp, WG, Thr, Egr,CP-Int, CP-Exh, SC-C

Outputs Y: CA50, NMEP

Model Xk+1 = f(Xk, Uk); Yk = g(Xk, Uk)Control Uk = h(Xk, Yk,ss)

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• Concept Feasibility • Fuel Econ. And Emissions • Experimental Validation • Biofuels investigation • rCFD – LES and

RANS



• Optimal Combustion Mode Switch Strategies

29



CPU: Infineon TriCore1797 microcontroller, 32 Bit, 180 MHz 6 HP injectors (HDEV5) 2 High pressure pump drivers (HDP5) 3 H-Bridges for electronic valves (DV-E) 18 low-side power stages 2 broad band O2 sensors (LSU4.9) 2 two-step O2 sensors (LSF4.2) 4 Variable camshaft controls (VVT) 6 Igniter drivers 4 CAN drivers 1 Hall-effect crankshaft sensor 4 Hall-effect camshaft sensors 6 Cylinder Pressure Sensors

Motronic MED 17 Engine Control Unit (ECU) for Advanced Projects

Bosch ECU enables advanced combustion controls

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2012 DOE Merit Review – ACCESS – Accomplishments Bosch ECU Advanced Capabilities

Up to 4 injections per cycle Precise control of

small quantities

Direct Injection

Supercharging & Turbocharging

Coordination of multiple boost devices

In-Cylinder Pressure Sensing

Cycle-to-cycle closed-loop combustion control

Electric valve timing (VVT) for fast transients 2-step valve lift for HCCI

mode switch

Variable Valve Actuation

ETK Calibration Interface

Enables Rapid Prototyping

Computation power for model-based controls

Tricore Micro- controller

All engine component drivers and advanced controls running on single Bosch ECU

31



RP Software INTECRIO

Models •Simulink •ASCET

Calibration Software

INCA

ECU

Controls Rapid Prototyping (RP) Setup at the University of Michigan Test Cell

RP Hardware ES910

Prototype Engine

Transient Dynamometer Innovative ideas of researchers are quickly tested on the engine

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Overview - Software Architecture Approach

Accomplishments Future Work

• Bosch Motronic engine control platform to be

used for Engine and Vehicle level development with all sub-system and system level functions

• Engine Control Unit with integrated algorithms for multi mode combustion for production feasible proof of concept

• Common ECU platform for all partners’ research

• Prototype Engine Control Unit (ECU) used by the

project is built with additional drivers

• Integrated ECU software for Prototype 1 engine, including base HCCI control algorithms

• Rapid-Prototyping hardware operational on University of Michigan transient test cell

• Successful operation of prototype 1 engine with Bosch ECU

• Integration of proposed air path and HCCI

combustion control strategies into ECU software

• Evaluation of multi-mode combustion switch with engine-in-the-loop rapid prototyping

• Verification of engine management system for Prototype 2 engine architecture



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2012 DOE Merit Review – ACCESS – Summary


• Relevance

• Approach



• Summary


35

2012 DOE Merit Review – ACCESS – Summary


Team Competence / Project Management

Base Engine Hardware

Engine Mgmt. System Hardware

Emission System

Control Strategy

Software Architecture

Combustion Strategy

Bio-Fuel Combustion

>25% improved FE SULEV Capable Commercially Viable

Target Phase 3(1.5 yrs)

Application

Implementationand

Vehicle Demo

Phase 1(1.5 yrs)Concept

FundamentalResearch

Phase 2(1 yr)

Development

TechnologyDevelopment

Phase 3(1.5 yrs)

Application

Implementationand

Vehicle Demo

Phase 1(1.5 yrs)Concept

FundamentalResearch

Phase 2(1 yr)

Development

TechnologyDevelopment

35

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