Advanced Flex-Fuel Systems
1 GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Gasoline Systems
US Department of Energy & Bosch Gasoline Systems Collaborative Research on Advanced Flex Fuel Systems
Hakan YilmazDirector
System and Advanced EngineeringGasoline Systems, North America
Robert Bosch LLC
Advanced Flex-Fuel Systems
2Gasoline Systems
AGENDA:
• US Market and Powertrain Technology Overview
Fuel Economy CAFÉ 2016 Engine Technologies Turbo Charging & Gasoline Direct Injection
• Advance Flex Fuel System Project and Proposed Concepts
Project Overview Partnership and Targets Fuel Efficiency Engine HW and System Optimization Ethanol Detection In-Cylinder Pressure Sensor Utilization Model Based Controls Reduced Calibration Effort Emissions DI Start and Emission System Concept
• Questions
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
3Gasoline Systems
EU CAFE CARB CHINA JAPAN
140
CAFE LT/MDV
CAFE PC
CO2[g/km]
130
95
1,09 t weight
2008CAFE = Corporate Average Fuel Economy PC = Passenger Cars, LT / LDT = Light Trucks (pick-ups, vans, SUVs), MD(P)V = Medium Duty (Passenger) Vehicles GHG = Greenhouse Gases NHTSA = National Highway Transportation and Safety Administration CARB = California Air Ressources Board mpg = miles per gallon China weight based limits (here for 1,09 tons curb weight) CAFE data NHTSA report October 2006 EU data for ACEA (Association des Constructeurs Européens d‘Automobiles) 6th EU Report 24.8.2006, for MY05 and 06 from T&E 2006 / 2007
2012
phase-in 2012-15 for 65/75/80/100% of fleet
229
183
mpg
22,324,9
27,931,2
37,241,6
55,762,3
l/100 km
10,59,4
8,47,5
6,35,7
4,23,8
GasolineDiesel
157 = 35,5 mpg
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
4Gasoline Systems
CO
2 re
duct
ion
EvolutionReference base: CC vehicle, 1400 kg, 100 kW, MT, G0=2.0L PFI, NEDC driving cycle
CC
COMMENTS
%-value is reduction potential for stand-alone measures.
Combination of mea-sures w/ negative synergies cause of part-redundancies
Turbocharger (T/C) w/o additional mea-sures leads to losses by lower compression.
Extreme downsizing (eDZ) includes effect on cylinder reduction 43
PFI=port fuel injection | DZ=downsizing | T/C = turbocharger | Thm=Thermal management | St/St=Start/Stop System
12%
dualVVT
Decos
ThMReCu
4% 1%
2%St/St
3%
4%
PFI improvement
22%DI
T/C
DZ30%
-2%
11%2%
DI turbo & downsizing
Dir
ect I
njec
tion
turb
o-ch
arge
d &
dow
nsiz
edG1
29%4%VVL
eDZ45%
5%
Extremedownsizing
DI t
urbo
extr
eme
dow
nsiz
ed
G2G0
Adv
ance
d P
FI
Synergistic CO2 Reduction Measures for Gasoline Engines
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
5Gasoline Systems
AGENDA:
• US Market and Powertrain Technology Overview
Fuel Economy CAFÉ 2016 Engine Technologies Turbo Charging & Gasoline Direct Injection
• Advance Flex Fuel System Project and Proposed Concepts
Project Overview Partnership and Targets Fuel Efficiency Engine HW and System Optimization Ethanol Detection In-Cylinder Pressure Sensor Utilization Model Based Controls Reduced Calibration Effort Emissions DI Start and Emission System Concept
• Questions
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
6Gasoline Systems
Ethanol
26.8Heat of Combustion(Calorific Value)
Air-Fuel Ratio
Evaporation Enthalpy
Boiling Temperature
Octane
Properties Unit
MJ/kg-fuel
-
kJ/kg-fuel
°C
RON
Gasoline
42.5
14.8
25…215
>91
380…500
9.0
845
78
111
MJ/kg-air 2.982.90
Dielectric Constant - 2.0 24.0
Benefits / Drawbacks
- Requires Higher Injection Quantity up to 35%- Cold start critical below -10°C (E85)- Produces more water, Retarded Cat warm up- More wall wetting- More oil contamination+ More Power / Higher Efficiency due to stronger air charge cooling+ High Knock Limit
Fuel Properties – Gasoline vs. Ethanol
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
7Gasoline Systems
Advanced FFV (Project size 3.6M USD) Project Targets
Timeline Partners
• US Department of Energy
• Robert Bosch LLC
• Ricardo, Inc
• University of Michigan, Ann Arbor
• Targets10+% fuel efficiency improvement with E85Adv. controls to reduce FFV development effortEthanol learning via in-cylinder pressure sensor
0 3 6 9 12 15 18 21 24 27 30 33 3610/07 01/08 04/08 07/08 10/08 01/09 04/09 07/09 10/09 01/10 04/10 07/10 10/10
Phase 1
Phase 3
T-2
T-6
Phase 2
Phase 4
T-3T-4
T-1
T-7
T-10
T-12
T-5
T-8T-9
T-11
T-12
K-Off M-1 M-2 M-3 M-4
1970 1980 1990 2000 2020 2040 2060
• ACEA-Selbstverpflichtung
2008: 140g/km (-25%)
Power / Comfort / Safety
Emissions (HC,CO,NOx, PM)
CO2-Emissions
Resources
From Fossil to renewable Fuels
Technological Challenges
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
8Gasoline Systems
Engine Optimization for Gasoline & Ethanol DI System Concept for Emissions
Ethanol Detection via PS-C Model Based Controls via PS-C
Throttle Intake
manifoldCylinder
Exhaustmanifold to turbine and
wastegate
cylW
CompressorIntercoolerBoost
manifold
Compressor and intermediate blocks
N
measurements for cylinder air flow
estimation
Cylinder flow estimatorwith MAF sensor bias estimation
eaf cylW
sAFR
Conversion to stoichiometric
AFR
1
AFR FF controller
ffW fbW 1PIPI
sks
1
+
-
AFR FB controller
injW
e
eff
Residue calculation
,Si Spcyl cylp p
r
Air flow
MAF
Nor
mal
izat
ion
Filte
ring
Cyc
le A
vera
ging
cylP
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
9Gasoline Systems
Advanced Flex Fuel Engine Configuration
Goal: Optimized engine design for improved combustion performance Hardware structural robustness for all fuel blends Minimized fuel economy penalty due to increased ethanol content Enhanced performance through exploitation of fuel properties
Barriers: Engine hardware peak cylinder pressure capability restricts E85 performance volumetric compression optimized for gasoline only additional NVH measures necessary for E85 combustion
Engine management system Fuel system pressure not sufficient for high ethanol content Injection dynamic flow rate optimized for gasoline Boost / VVT systems require optimization for ethanol
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
10Gasoline Systems
Larger Fuel Pump Revised Fuel Spray Late Intake Valve Closing High Compression Ratio Revised Piston Bowl 130 Bar Pmax 0
2
4
6
8
10
12
0 50 100 150 200 250 300 350 400CA Deg
Valv
e Li
ft (m
m)
Std Plus 20 Deg
Std Plus 40 Deg
Advanced Flex Fuel Engine Configuration
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
11Gasoline Systems
Approach: Engine Design Optimization Increased compression ratio: 9.25:1 10.7:1
Ecotec LNF Design
Flex-Fuel Optimized Design
Flex-Fuel Optimized Design
Advanced Flex Fuel Engine Configuration
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
12Gasoline Systems
Approach: Engine Design Optimization Increased maximum cylinder pressure: 100bar 130bar
Cylinder Head
Head Gasket
Connecting Rod
Rod Bearings Crank Damper Washer
Piston Pin
Advanced Flex Fuel Engine Configuration
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
13Gasoline Systems
Approach: Engine Design Optimization Late Intake Valve Closing (LIVC) strategy
intake cam profile with extended open duration of 37degCA intake cam phaser with increased authority of 60degCA
Intake Cam Phaser
Intake Camshaft
Intake Cam Profile0
2
4
6
8
10
12
0 90 180 270 360 450 540 630 720
Crank Angle [degCA]
Valv
e Li
ft [m
m]
Exhaust Cam
Intake Cam
New Intake Cam
Advanced Flex Fuel Engine Configuration
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
14Gasoline Systems
Approach: Fuel System Adaptation Increased operating pressure in the direct injection system: 150bar 200bar Increased capability in the fuel pump: 3-lobe, 0.9cc/rev 4-lobe, 1.1cc/rev Decreased fuel rail volume: 135cc 66cc Optimized spray pattern
Fuel Rail
Fuel Pump and its Follower, Adaptor
Advanced Flex Fuel Engine Configuration
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
15Gasoline Systems
Conclusions: Fuel Efficiency Improvement Increased compression ratio + LIVC Advanced multi-variable calibration Optimized transmission shift pattern Optimized final drive ratio
Advanced Flex Fuel Engine Configuration
406080
100120140160180200220240260280300320340360380400420440460
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
Engine Speed (rpm)
Torq
ue, M
(Nm
)
FFV - E85
FFV - E0
Production LNF - E0
2008 HHR SS (LNF)Published Data
E0
LNF
E85/E0
FFV
E85
FFV
E0Final Drive Ratio -- 4.05 2.90 2.90 2.900-30 mph s 3.07 2.96 3.380-60 mph s 6.2 6.75 6.13 7.160-100 mph s 15.1 16.00 13.87 16.821/4 mile s 14.8 15.18 14.63 15.611/4 mile mph 99 97.65 102.74 96.50Max. Power HP 260 256 300 234Max. Torque ft-lbs 260 260 307 264
Fuel
FTP Fuel Economy [mpg]
Delta
Highway Cycle Fuel Economy [mpg]
Delta
2.9 FDR* 4.05 FDR* 2.9 FDR* 4.05 FDR*
FFV E85 21.59 19.37 10.3% 32.36 28.47 12.0%
FFV E0 29.83 27.02 9.4% 44.62 39.62 11.2%
Fuel
FTP Fuel Economy [mpg]
Delta
Highway Cycle Fuel Economy [mpg]
Delta
2.9 FDR* 4.05 FDR* 2.9 FDR* 4.05 FDR*
FFV E85 21.59 19.37 10.3% 32.36 28.47 12.0%
FFV E0 29.83 27.02 9.4% 44.62 39.62 11.2%
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
16Gasoline Systems
Emission Concept
Goal: Achieve ULEV emission levels with all fuel blends E0..E85 Define potential path to reach SULEV Optimized combustion design for different fuels No additional after-treatment system complexity
Barriers: Cold starts with E85 significantly higher ethanol injection quantity resulting in increased HC delayed catalyst heating due to higher water concentration
Increased wall wetting and oil contamination with increased ethanol content increased HC emissions and smoke
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
17Gasoline Systems
Cold Start Strategy Platform
180 Bar
-20°C 3 sec 4.2 (same as E0
single injection)
Results Conclusion
• 2.0L Turbo DI (LNF)• ECU MED17 Platform• E85 Class III Fuel (E70)• 3 lobe HP pump
suction compressionTDC BDC TDC
HSPHomogeneous SPlit Start
Engine speedFuel rail pressure
Single injection
Triple Injection
100 Bar
-20°C1.8 sec5.3
SH1Single High Pressure Start
Start Pressure
Start TemperatureStart Time Start Fuel Factor
MY09 Chevy HHR Turbo
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
18Gasoline Systems
Results: Multiple Injection Strategy at Cold Start
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Start Time[seconds]
Sta
rt E
nric
hmen
t Fac
tor
321
Triple Injection100 Bar
Single Injection100 Bar
Great
Pot
entia
ls fo
r Im
prov
emen
t
• Fuel: Gasoline• Start temperature: -20°C• Vehicle: MY2009 Chevy HHR• Engine: Ecotec LNF (2.0L Turbo DI)
Cold Start Strategy
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
19Gasoline Systems
Results: Multiple Injection Strategy at Cold Start
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Start Time[seconds]
Sta
rt E
nric
hmen
t Fac
tor
321
• Fuel: E85 Class III• Start temperature: -20°C• Vehicle: MY2009 Chevy HHR• Engine: Ecotec LNF (2.0L Turbo DI)
Triple Injection
180 BarTriple Injection
100 Bar
Single Injection No Start !
180 Bar
Cold Start Strategy
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
20Gasoline Systems
Approach: Piston Bowl Design for HC Reduction• Increased bowl width for improved air/fuel mixture• Optimized fuel spray deflection angles• Smoother surface transitions & decreased crevice volumes
Approach: Injector Design and Injection Strategies• Spray targeting for fuel mixture preparation• High Pressure Stratified Start • Homogenous Split Injection for Catalyst Heating
Cum
ulat
ive
HC
em
issi
ons
2400
Principal sketch, FTP-cycle
0 2 10 20
Post Light-Off
Time [s] BOSCH
sidemounted
Start High-PressureStratified Start
suction compr.
TDC BDC TDC BDC
combust.
injec.
Catalyst-Heating Homogenous-SPlit
suction compr.
TDC BDC TDC
1st inj
BDC
combust.
2nd inj
2400
Principal sketch, FTP-cycle
0 2 10 20
Post Light-Off
Time [s] BOSCH
Time [s] BOSCH
sidemounted
Start High-PressureStratified Start
suction compr.
TDC BDC TDC BDC
combust.
injec.
Catalyst-Heating Homogenous-SPlit
suction compr.
TDC BDC TDC
1st inj
BDC
combust.
2nd inj
Emission Concept
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
21Gasoline Systems
Conclusion: ULEV level Emissions reached with NMHC SULEV level Emissions reached with CO and NOx
Emission Concept
SULEV 20C FTP - E0 0.034 0.489 0.028 345SULEV 20C FTP - E85 0.029 0.246 0.029 349SULEV 20C FTP - E77 0.021 0.281 0.010 333
NMHC CO NOX
[g/mile] [g/mile] [g/mile]California ULEV Standard 0.055 2.10 0.070California SULEV Standard 0.010 1 0.02
Cat Test - Fuel NMHC CO NOX CO2[g/mile] [g/mile] [g/mile] [g/mile]
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
22Gasoline Systems
Ethanol Detection Strategy
Goal: Develop a systematic approach to achieve an accurate, robust, and fast
ethanol content estimation for engine performance optimization, even in the presence of component aging and sensor drifts
Barriers: Direct measurement from Ethanol sensor on fuel line additional cost and system complexity
Indirect estimation by Exhaust Gas Oxygen (EGO) sensor sensitive to mass airflow sensor drift and fuel system failures requires coordination of fuel system and ethanol content adaptation
Indirect estimation by Cylinder Pressure Sensor (PS-C): robustness and accuracy has not been addressed for combustion and heat
release based detection
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
23Gasoline Systems
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Fuel System Fault Adaptation
des =1
Wcyl
AFRs
PuddleCompensation
Wff1 Wff FeedbackController
Cfb(s)
Wfb
WcylManifoldBreathingDynamics
Air ChargeEstimation
Tm MAF Winj
Conversion toEthanol Content
e
Engine EGO sensor = AFRs
AFR
Stoichiometric AFR Adaptation(Ethanol Content Adaptation)
Switching between the two adaptations (tank refill, etc.)
Approach: Ethanol Detection via A/F Ratio using EGO sensor• Ethanol content and fuel system fault adaptation depends on the same signal• Error accumulates in estimated ethanol content due to the switching approach
Ethanol Detection Strategy
Advanced Flex-Fuel Systems
24Gasoline Systems
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Approach: Latent Heat of Vaporization (LHV) Based Features• Injection Mode: switching between Single and Split injections• Extracted Features
Residue: Detection Feature:
0
0.5
1
Fuel
Inje
ctio
n P
ulse
-120 -100 -80 -60 -40 -20 0 20 40 60 800.8
0.9
1
1.1
1.2
1.3
1.4
1.5
Cyl
inde
r Pre
ssur
e [b
ar]
Crank Angle [deg aBDC]
E85 - SingleE85 - Split
CompressionIntake
Intake ValveOpen
IVC
Injection Mode
0 10 20 30 40 50 60 70 800.01
0.015
0.02
0.025
0.03
0.035
EtOH (%)
Det
ectio
n Fe
atur
e
MAF = 80 kg/hr,MAF = 100 kg/hr,MAF = 130 kg/hr,MAF = 150 kg/hr,MAF = 170 kg/hr,
• Principles: Charge cooling effects, captured by rLHV, increases with ethanol fuel content
Ethanol Detection Strategy
2500RPM
Advanced Flex-Fuel Systems
25Gasoline Systems
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Approach: Ethanol Detection using AFR and LHV Based Features MAF Sensor Error: Estimated MAF using Manifold Absolute Pressure (MAP) Sensor Fuel Injector Drift: Estimated EtOH using Cylinder Pressure Sensor
des =1
Wcyl
AFRs
PuddleCompensation
Wff1 Wff FeedbackController
Cfb(s)
Wfb
WcylManifoldBreathingDynamics
Air ChargeEstimation
Tm MAFWinj
EngineEGO Sensor
= AFRs
AFR
Stoichiometric AFR Adaptation(Ethanol Content Adaptation)
PS-C Sensor
MAP
Latent Heat of Vaporization Adaptation(Ethanol Content Adaptation)
Ethanol Detection Strategy
Advanced Flex-Fuel Systems
26Gasoline Systems
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Results: Ethanol Detection using LHV and AFR Based Features Simulated Case: MAF sensor bias (5%) + fuel ethanol content change (0 50EtOH%) +
fuel injector drift (0 20%) under varying engine operation conditions
Current operation point is within the identified regime for generating LHV-based detection features
The generated LHV-based feature is reliable for ethanol content adaptation
Reset triggered
Fuel injector fault reported
Ethanol Detection Strategy
Advanced Flex-Fuel Systems
27Gasoline Systems
Ethanol Detection Strategy
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
4050
6070
800
20
40
60
80
-5
0
5
10
EtOH (%)Relative load (%)
EtO
H E
st. E
rror
(%
)
4050
6070
80 020
4060
80
-10
-5
0
5
10
15
EtOH (%)Relative load (%)
EtO
H E
st. E
rror
(%
)
4050
6070
80 020
4060
80
-505
101520
EtOH (%)Relative load (%)
EtO
H E
st. E
rror
(%
)
4050
6070
80 020
4060
80
0
10
20
EtOH (%)Relative load (%)
EtO
H E
st. E
rror
(%
)
1500RPM 1750RPM
2000RPM 2500RPM
Steady-State Ethanol Detection
10% fuel injector drift occurred
Experimental Results: Steady-State Estimation: frequently
visited operation conditions ranging from 1500-2500RPM
Simulated Case: 10% fuel injector drift introduced via rapid prototyping at engine dynamometer detected by the LHV based feature
Advanced Flex-Fuel Systems
28Gasoline Systems
Control Strategy
Goal: Optimized engine controls for all fuel blends Robust and fast adaptation of engine control parameters Minimum additional calibration effort
Barriers: Current engine controllers adjust the spark and fuel injection timing, variable
valve timing and boost in a feed-forward manner
significant additional calibration efforts for different fuel blends deviation from optimal calibration due to interpolation inaccuracies lack of coordinated control of air path during speed/load transients
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
29Gasoline Systems
Control Strategy
Approach: Closed-loop combustion
control via spark angle using cylinder pressure feedback
Optimize set-point values of key engine control variables (e.g. spark angle, VVT) to adapt ethanol combustion
Variable Camshafts
Electronic Throttle
DI Fueling System(pf)
Intake Manifold(pim)
Exhaust Manifold(λ)
Compressor
Ignition System
Wastegate
Combustion Controller
Air Charge Controller
Operating Set-Point Demands
(uwg, θth, φVVT)*
(N, T*)
Induction Volume(pb)
Σ(Wcyl, pb)*
Σ
Comb. Feature Calculation
(CA50)
(CA50)*
(Ik)
Ethanol Detection
Turbo
Air/Fuel Controller
Etoh%
Σ
(λ)*
(λ)
Σ
Σ(φs)*
Direct Injection Spark Ignition
Engine(Ik, pcyl)
(pim, Wa, N, φVVT, ...)
(pcyl)
(pcyl)
(pb)
(COVIMEP, Ik, ...)
Air Charge Estimator
Engine Torque Struture
Pedal Command
(Wcyl)
(Wcyl )
(θth)
(uwg)
(Wa)
HFM Sensor
(uwg, θth, φVVT)
(COVIMEP,dpmax, ...)
(φVVT)
Fuel
Spark
Air
Signal
(pf, φinj)*
Component Controller
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
30Gasoline Systems
Control Strategy
Result: Engine Air/Fuel Path Dynamics + Combustion Modeling – Stochastic
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
31Gasoline Systems
Control Strategy
Approach: Closed-Loop Combustion Control Via Spark Advanced using Cylinder Pressure
Feedback MBT spark timing optimization for Ethanol Fuels using Extremum Seeking
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
Advanced Flex-Fuel Systems
32Gasoline Systems
SeriesSeries33--wayway
catalystcatalyst
Customized Engine Management (ECU) Customized Engine Management (ECU)
Model based controls Fuel property detection
TurboTurbo--chargingcharging
Standard turbo charger
Solenoid MHI Side/Central mount Split injection Dynamic flow rate
CustomizedCustomizedInjection Injection
InIn--Cylinder Pressure SensingCylinder Pressure Sensing Direct combustion feedback Ethanol detection
High energy coils Transient torque
Throttling and IgnitionThrottling and Ignition
2xVVT via Cam phasing Extended phase authority
Variable Valve ActuationVariable Valve Actuation
Stainless Steel High flow range
High Pressure PumpHigh Pressure Pump
Advanced Flex Fuel System Configuration
GS/ENS-NA System and Advanced Engineering | March 2nd 2011 | © 2011 Robert Bosch LLC and affiliates. All rights reserved.
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