PM, NOx and CO2; A Three Dimensional Trade‐Off, as opposed to … · Diesel Engine Operating...
Transcript of PM, NOx and CO2; A Three Dimensional Trade‐Off, as opposed to … · Diesel Engine Operating...
Diesel Engine Operating Strategies
PM, NOx and CO2; A Three Dimensional Trade‐Off, as opposed to
a single‐pollutant minimization
www.vir2sense.com
Dr. C. Barro LAV / Vir2senseDr. P. Kyrtatos LAV / Vir2senseProf. Dr. Boulouchos LAVDr. P. Elbert IDSCProf. C. Onder IDSC
OutlineIntroduction
• Passenger car Diesel engines in the past 20 years
Operation Optimization
• Trade offs of state‐of‐the‐art engines
• Available tools for most beneficial operation
o Systematic Optimization
• Model based approach
Future solutions
Diesel Engine Operating Strategies / 20th NPC 2
History
Common RailPower
Particulate FilterAcceptance
Multiple InjectionsNoise
Source: CAR Uni Duisburg Essen
Share of Diesel and Gasoline Powered Cars in Germany
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HistoryComplexity / degrees of freedom increased
Exhaust
1996:Injection timingEGR Rate(Waste Gate)
2016:Injection timing main injectionInjection timing pilot injectionInjection timing post injectionInjection share pilot /main / postFuel pressureBoost pressureEGR rateEGR temperatureShare LP / HP EGRSwirl levelEngine dp
1996:(DOC)(O2 Sensor)
2016:DPFDOCSCR/LNTO2 Sensor x2NOx Sensor x2T Sensor x2dp Sensor(Soot Sensor)
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NOx
PM
Euro 6
NOx
SFCCO2
Euro 6
NOx
SFCCO2
Euro 6
NOx
PM
Euro 6
Optimization for 3 Degrees of FreedomGoals:
• All available strategies for PM‐Nox‐SFC‐Trade‐off
• Systematic procedure
Start‐of‐injection (SOI)Exhaust gas recirculation (EGR)
Swirl (SWV)compressor
throttleintercooler
exhaust gas recirculation
turbine
injection
swirl valve
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2016:Injection timing main injectionInjection timing pilot injectionInjection timing post injectionInjection share pilot /main / postFuel pressureBoost pressureEGR rateEGR temperatureShare LP / HP EGRSwirl levelEngine dp
Recorded Measurements# operating conditions = 31
In every operating point• (4 pts)• (4 pts)• (4 pts)= 4*4*4 = 64 pts
Total = 1984 measurements
800 1000 1200 1400 1600 1800 2000 2200 2400 2600 28000
50
100
150
200
250
300
350
Dre
hmom
ent i
n N
m
Drehzahl in rpm
WLTPNEDCArbeitspunkte
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FVV Project 1140: Emission Optimized Diesel Engine, final report, part IDSC, 2015
Steady‐state optimization
Optimization criterion:1 1
Optimum inputs for engine control unit (EGR, SWV, SOI) are a function of operating point and strategy:
, , , argmin.
, , , ,
Interpolation on4D‐map
(EGR, SWV, SOI)
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Weighting PM vs Fuel Weighting NOx vs Fuel/PM
FVV Project 1140: Emission Optimized Diesel Engine, final report, part IDSC, 2015
Emission – Efficiency Trade –off
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Trade off surface at 1250 rpm andlow load
Trade off line at 2000 rpm and(high) load
1
0
0 200 400 600 800 1000 12000
10
20
30
40
Soo
t em
issi
ons
in m
g/km
0 200 400 600 800 1000 12007.2
7.4
7.6
7.8
8
8.2
Nitrous oxides emissions in mg/km
Fuel
con
sum
ptio
n in
l/10
0km
PM=10.9
0.80.7
0.60.3
Eur
o 6
0 200 400 600 800 1000 12000
10
20
30
40
Soo
t em
issi
ons
in m
g/km
0 200 400 600 800 1000 12007.2
7.4
7.6
7.8
8
8.2
Nitrous oxides emissions in mg/km
Fuel
con
sum
ptio
n in
l/10
0km
PM=10.9
0.80.7
0.60.3
Eur
o 6
0 200 400 600 800 1000 12000
10
20
30
40
Soo
t em
issi
ons
in m
g/km
0 200 400 600 800 1000 12007.2
7.4
7.6
7.8
8
8.2
Nitrous oxides emissions in mg/km
Fuel
con
sum
ptio
n in
l/10
0km
Eur
o 6
Trade‐off in NEDC‐Cycle
Simulation Benchmark• Optimized
1 +3.0%
2 +1.3%
3 +3.4%
4 +4.9%
5 +4.8%
6 +2.7%
0 200 400 600 800 1000 12000
10
20
30
40
Soo
t em
issi
ons
in m
g/km
0 200 400 600 800 1000 12007.2
7.4
7.6
7.8
8
8.2
Nitrous oxides emissions in mg/km
Fuel
con
sum
ptio
n in
l/10
0km
Eur
o 6
0 200 400 600 800 1000 12000
10
20
30
40
Soo
t em
issi
ons
in m
g/km
0 200 400 600 800 1000 12007.2
7.4
7.6
7.8
8
8.2
Nitrous oxides emissions in mg/km
Fuel
con
sum
ptio
n in
l/10
0km
Eur
o 6
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FVV Project 1140: Emission Optimized Diesel Engine, final report, part IDSC, 2015
Virtual Sensor Concept
Heat release rate modelSuperimposing of 3 Vibe‐functions
Calculation of pressure evolution
evaluation of characteristics e.g. pressure and temp. at a certain °CA°CA of peak HRR
ECU‐Data
Air path ActuatorsSwirl valveEGR rateSOI (Squish)Air massEngine speedIntake pressure and temperature
Fuel pathInjection profileQuantity of main and pilot injectionFuel pressure
Virtual Sensors
Mean pressureIntegration of pdV IMEP
NOx modelrepresentative formation rate
NOx
Soot model3‐Phases: Formation, equilibrium and oxidation phase
Soot
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Validation of the Virtual SensorsA B C
1200 1800 2400 rpm
~ 10 bar
~ 5 bar
~ 3 bar
321
BMEP
Crank angle [°CA a. GE TDC]240 280 320 360 400 440 480
Cyl
inde
r pre
ssur
e [b
ar]
0
20
40
60
80
100
Cylinder Pressure, Measured & Modelled based on HRR
Meas A1Model A1Meas A3Model A3Meas C3Model C3
AÖ
IVCEVO
1250 1300 1350 14000
100
200
soot
[mg/
m3 ]
virtual sensorsmeasurements
1250 1300 1350 14000
200400600800
NO
x [ppm
]
0 500 1000 1500 20000
1
2 x 106
cum
ulat
ive
soot
[-]
0 500 1000 1500 20000
5 x 107
timecum
ulat
ive
NO
x [-]
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FVV Project 1140: Emission Optimized Diesel Engine, final report, part LAV, 2015
Calculated on‐line by ECU
Virtual Sensor based Optimization Goal:• Replace the 1984
measurement points with model input
• Easier conversion to a different engine
• Include more degrees of freedom
Quality of the solution depending on modelled sensitivity of actuators on emissions
0.5 1 1.5 2 2.5 3 3.5 4 4.5 50
0.05
0.1
0.15
0.2
0.25
Soo
t [g/
kWh]
0.5 1 1.5 2 2.5 3 3.5 4 4.5 5290
300
310
320
330
NOx [g/kWh]
BS
FC [g
/kW
h]
Measurement based
Model based
12Diesel Engine Operating Strategies / 20th NPCFVV Project 1140: Emission Optimized Diesel Engine, final report, 2015
SWV Sensitivity
Conclusion & OutlookOptimum Calibration• Best available trade‐off between soot, NOx and fuel consumption • Systematic procedure for optimum ECU calibration • Virtual sensor based calibration
o Using virtual sensors for Soot + NOx and IMEP
Future Work• Include more degrees of freedom (i.e boost pressure)• Adapt virtual sensors for alternative fuels• Include requirements from aftertreatment (i.e. exh. temperature, DPF
pressure, regeneration strategy, etc…) • Include transient cycles
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Acknowledgements
Co‐Authors, for their contributionsSwiss Federal Office of Energy, for the financial supportFVV, for the financial support
You, for your kind attention
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